Yup, been there done that. Quite often an instructor will take you to an intermediate waypoint in the vicinity of the destination to practice a hold or other exercise. Standard practice to exit the hold would be to unsuspend. That will take you to the destination rather than the approach if the approach is not activated or "direct to" the IAP. Your explanation is going to save a lot of students some grief.
@@mwp1088 Maybe recommended but not needed. Winds change and so does weather so I believe best to determine the approach flown closer to the destination. If you go NORDO, ATC will get everyone out of your way. The whole lost comm procedures needs to be re-written IMHO anyway. If you took off on a long XC and lost comms just after take-off, would you fly NORDO to your destination under lost comms procedures? Let's say that destination was two hours away. The FAA is still having us do stuff like it's 1975....My 2 cents...
Hey this is cool. I’m out of D73 now and started at KWDR for my privates. Love flying to KMLJ and landing over the water. KMLJ was my first solo cross country
I fly a 650xi and this is what will happen. If you hit Activate Approach it will send you dirrrct to the IAF on the approach sequence of your Flight plan. If you don’t, you will fly to your fix then directly to the airport, then back to the IAF in the approach sequence.
From a filing perspective you should have a point on your FP which allows you to connect to an approach ( either IAF or Arrival Fix), so it will allow you to shoot the approach in case of lost communication. Direct Destination might not work out in every case.
Simple solution: Delete your previous destination after loading PROC. You may get the IAF twice, and it may result in the wrong message when approaching IAF "Turn xxx in y" where the heading is entirely wrong, but AP/FD would work just fine. One more curveball the G1000 can give you is when making repeated training approaches, and you get shortened on the first one (vectors-to-final); then, if you don't load the subsequent one and instead just activate the same approach, it may mess up your sequencing. Everything seems fine from the map and flight plan page, but when you start the second approach, it will send you to the final instead. From that moment on, I'm loading a new approach all the time instead of activating the previous one.
Flying simulator to KRGK...THATS what happened. IFR conditions, things were getting ahead of me so I hit HDG, sorted the problem out and life was good. It wasn't till watching this that things became crystal clear.
I'm only a flight simmer but I really like the autopilot. Most of my "flying" is done in Papua New Guineau. I use the autopilot and GPS a lot but when it comes to landing in the remote moutain and forest airstrips there is no asistance so it has to be flown manually by an experienced pilot. It is a stark contrest to ordinarly flying. Any time you fly on autopilot you are pilot monitoring have to check that nothing is going wrong.
This was a recommendation being mentioned in a lot of places as a way to avoid holding over the airport in a lost comms scenario. The thought process was if you are lost comms with an IAF as your clearence limit then you would hold there and then initiate the approach close to your filed eta. But in reality you don't know what approach you will get so you have to file to the airport. In fact, I have doubts that atc will even clear you for a route that has an IAF in it. In the real world if you do end up lost comms your squaking nordo and your shooting the approach regardless of the time.
@ Most ATC folks I have talked with have no issue with you just picking an approach and flying it as they know you are coming and likely know you have lost comms from either your squawk code or, if that isn’t working, the fact that you aren’t talking with them. Though technically you are supposed to wait until your EFC, ETA or ETE as appropriate, most controllers are fine with you just coming in. And if I am having airplane issues such as lost comm, I’d just as soon hold over the airport in case of power loss, fire or other issue than hold 10+ miles away at an IAF.
Delete the destination and load the approach. Or load the approach activate the leg from iaf to Im once crossing. But I understand why it would confusing to someone who’s brand new to the g1k
I am a UND student. Our training culture mandates that the IAF be filed for the procedure we want to execute. Why do all UND flight instructors mandate this? I don't know. Love your videos, by the way. I have been tuned in since private pilot in 2023.
91.185, they are trying to make it so that you can just shoot an approach in case of lost comms rather than have to fly to the destination airport and then back to an IAF.
It will do this unless you activate the approach, it will simply take you to the next waypoint it won't fly the approach unless you have told it too. 650 user here too, they are a fantastic unit.
@@flightinsight9111 Thanks for your videos. We have an Avidyne 540 and it pays to have it in FMS mode before the approach. We do file to the IAF, per Gary's advice, and simply delete the duplicate point and clear the 'gaps'. Gary has a lot of experience and I appreciate his 'insight' as well.
Are you sure you were not filming me 🫢😳😶🌫️ I did this exact mistake heading to ksbp, ap swiveled me and ended up doing the approach manually. Later I retraced my steps and figured out I forgot to activate the approach before press apr on the ap. Thank you🙏🙏🙏
this channel BLOWS away the competition. If your flying instruction channel is not as good or better, just "don't bother" lol
If you load the approach and don't activate it, you could also just do D> (direct to) the IAF on the approach and it will load the whole approach.
Yup, been there done that. Quite often an instructor will take you to an intermediate waypoint in the vicinity of the destination to practice a hold or other exercise. Standard practice to exit the hold would be to unsuspend. That will take you to the destination rather than the approach if the approach is not activated or "direct to" the IAP. Your explanation is going to save a lot of students some grief.
I never file to an IAF and I do not teach it that way for all the reasons you mentioned. Great stuff!
The reason you do it this way is for lost comms procedure. Makes total sense to me and is recommended in the King School videos as well.
@@mwp1088 Maybe recommended but not needed. Winds change and so does weather so I believe best to determine the approach flown closer to the destination. If you go NORDO, ATC will get everyone out of your way. The whole lost comm procedures needs to be re-written IMHO anyway. If you took off on a long XC and lost comms just after take-off, would you fly NORDO to your destination under lost comms procedures? Let's say that destination was two hours away. The FAA is still having us do stuff like it's 1975....My 2 cents...
Love the videos they help refresh my memory alot. I fly into cvc very very often in a Baron and a golden eagle!
Hey this is cool. I’m out of D73 now and started at KWDR for my privates. Love flying to KMLJ and landing over the water. KMLJ was my first solo cross country
KMLJ was also my first solo XC 😂
Excellent point. Thanks
You need to activate the approach anyway. The failure to do that is unrelated to the flight plan.
Agree
Been there done that… Thank you!!
I fly a 650xi and this is what will happen. If you hit Activate Approach it will send you dirrrct to the IAF on the approach sequence of your Flight plan. If you don’t, you will fly to your fix then directly to the airport, then back to the IAF in the approach sequence.
From a filing perspective you should have a point on your FP which allows you to connect to an approach ( either IAF or Arrival Fix), so it will allow you to shoot the approach in case of lost communication. Direct Destination might not work out in every case.
Simple solution: Delete your previous destination after loading PROC. You may get the IAF twice, and it may result in the wrong message when approaching IAF "Turn xxx in y" where the heading is entirely wrong, but AP/FD would work just fine.
One more curveball the G1000 can give you is when making repeated training approaches, and you get shortened on the first one (vectors-to-final); then, if you don't load the subsequent one and instead just activate the same approach, it may mess up your sequencing. Everything seems fine from the map and flight plan page, but when you start the second approach, it will send you to the final instead. From that moment on, I'm loading a new approach all the time instead of activating the previous one.
Great review, at a loss how that would happen.🤔. I certainly do not teach that process, but good to know. Happy New Year!
Flying simulator to KRGK...THATS what happened. IFR conditions, things were getting ahead of me so I hit HDG, sorted the problem out and life was good. It wasn't till watching this that things became crystal clear.
Happy new year!!!
wow... thank you, this happen to me several times!
I'm only a flight simmer but I really like the autopilot. Most of my "flying" is done in Papua New Guineau. I use the autopilot and GPS a lot but when it comes to landing in the remote moutain and forest airstrips there is no asistance so it has to be flown manually by an experienced pilot. It is a stark contrest to ordinarly flying. Any time you fly on autopilot you are pilot monitoring have to check that nothing is going wrong.
Personally, I see very little utility in adding an IAF to the flight plan and much greater chance for confusion.
This was a recommendation being mentioned in a lot of places as a way to avoid holding over the airport in a lost comms scenario. The thought process was if you are lost comms with an IAF as your clearence limit then you would hold there and then initiate the approach close to your filed eta.
But in reality you don't know what approach you will get so you have to file to the airport. In fact, I have doubts that atc will even clear you for a route that has an IAF in it.
In the real world if you do end up lost comms your squaking nordo and your shooting the approach regardless of the time.
@ My thought as well. And in the northeast, you almost NEVER get what you filed anyway so it is all just wishful thinking. 😁
@ Most ATC folks I have talked with have no issue with you just picking an approach and flying it as they know you are coming and likely know you have lost comms from either your squawk code or, if that isn’t working, the fact that you aren’t talking with them. Though technically you are supposed to wait until your EFC, ETA or ETE as appropriate, most controllers are fine with you just coming in.
And if I am having airplane issues such as lost comm, I’d just as soon hold over the airport in case of power loss, fire or other issue than hold 10+ miles away at an IAF.
Each to their own, we all have operated in different environments.
I just file direct and whatever approach atc assigns I then load the approach and then initiate whatever IAF they want me to fly to.
Delete the destination and load the approach. Or load the approach activate the leg from iaf to Im once crossing. But I understand why it would confusing to someone who’s brand new to the g1k
I am a UND student. Our training culture mandates that the IAF be filed for the procedure we want to execute. Why do all UND flight instructors mandate this? I don't know. Love your videos, by the way. I have been tuned in since private pilot in 2023.
91.185, they are trying to make it so that you can just shoot an approach in case of lost comms rather than have to fly to the destination airport and then back to an IAF.
I don't think my GTN650 does this, it seems to anticipate what I REALLY want to do compared to the GNS and G1000
It will do this unless you activate the approach, it will simply take you to the next waypoint it won't fly the approach unless you have told it too. 650 user here too, they are a fantastic unit.
1:30 ..🎄✈️🎄✈️🎄✈️🎄✈️🎄✈️👍😁
Is this video in response to the video Gary Reeves just did?
No. Just something I watched a student do that tripped him up, so wanted to flag it.
@@flightinsight9111 Thanks for your videos. We have an Avidyne 540 and it pays to have it in FMS mode before the approach. We do file to the IAF, per Gary's advice, and simply delete the duplicate point and clear the 'gaps'. Gary has a lot of experience and I appreciate his 'insight' as well.
“At this point we’ve already failed the checkride…” 😢
Whats the app called at the beginning of video?
Uh...Foreflight?
Looks like a poor Garmin UI design to me; it ought to have known exactly what to do upon loading the approach procedure.
Only serves as a benefit during lost comms. Not worth all the confusion
Are you sure you were not filming me 🫢😳😶🌫️ I did this exact mistake heading to ksbp, ap swiveled me and ended up doing the approach manually. Later I retraced my steps and figured out I forgot to activate the approach before press apr on the ap. Thank you🙏🙏🙏