As a brand new IFR student, from the bottom of my heart, thank you. Your videos help explain everything so much better than other ones online. I hope you have nothing but success
I'm an instrument rated commercial pilot and a cfi-i... videos like this and the entire library you guys have published have earned my appreciation and respect. These are great. I use them to refresh the info that I know, but may not use on a daily basis. You guys provide tools to use that makes me a better pilot!
I’ve been binge watching all your videos and your videos are awesome for not just refreshing on knowledge but also for training reference for students. Amazing work, keep up the work!
I love the illustrations! Us visual learners really appreciate the effort you put into your graphics. The narrative is full of info that makes me go back and listen to that again!!
Keep putting in the same work on your videos as you have been and your stuff is going to be BIG. Like, sportys or King big. I already purchased my instrument and commercial ground school as a package through one of those guys before I found your stuff. I'm kinda kicking myself over that....I would have bought yours if I'd known. Excellent quality. Keep it up
Been flying for over 40 yrs, retired military helo and king air guy. Best instructional vids I’ve ever seen...hope fort rucker is using these vids or teaming with flghtinsight for their IFR and Instrument examiner courses. Well done.
You make Tuesdays and Fridays to always look forward to for your posts. Your thoughts on VORs being dismantled and yet still used and displayed on the charts and the written test?
Thanks! From my understanding and without really researching it, the VORs that are being discontinued are considered redundant in the sense that they're not part of the minimum network of VORs that allow for flight on Victor airways throughout most of the country. Even with GPS being ubiquitous, I don't think there's any rush to completely phase out VORs because of some of the vulnerabilities of the GPS network (easy to spoof, not decentralized). Also I understand that many countries that don't have their own GNSS system like GPS or Galileo aren't eager to have their only navigation system based on foreign technology!
Perfect explanation, could you please do a Canadian version of alternate minima calculations. I'm studying for my INRAT and this helped a whole lot!!!!
Awesome video. Just one question: you said that for MRA we first intercept the point before start climbing (minute 7:00). If i do so, i wont be high enough to intercept and recognize that point
I have a question about the fix Linde at 6:40 in the video. The aircraft is westbound at 3,500, but the MRA for the off-route VOR that defines Linde is 5,500, meaning my reception of Linde is not assured. So I am assuming that if I am westbound V172, EAST of Linde, and am relying on VOR navigation (not GNSS or DME) then really, I have to already be at 5,500 well before Linde, and 3,500 would not be an appropriate altitude, correct? Does this also mean that if I didn't file /G that ATC wouldn't clear me for anything below 5,500 if I filed for this route? And would not clear me as filed if I planned 3,500 unless I had an equipment code that showed I will not be relying on VOR reception?
In Florida where there is a lack of high terrain, V97 South of Tallahassee has a MOCA of *1400, GPS altitude of 2000/4000 and MEA of 6000/8000’. How do you explain such a high GPS altitude with such a low MOCA?
Say I wanna plan a flight going to point with my rnav equipment by using my VR chart, I would be able to figure out the 1000 or 2000 feet buffer in my 4 mile corridor, but that would only give me obstruction clearance like moca better doesn’t give me assurance that I am in contact with ATC for planning off route flights where would I find this minimum victory altitude to make sure I keep that in account when I’m actually planning my flight?
Very good explanation of these kinds of altitudes. One question: I recently discovered using a Navigraph STAR chart an altitude with a "T" on the end (example 3400T below 13000). Was wondering what that means? Is that supposed to be a minimum altitude of FL340 for turbojets? Or does it mean something else? Those altitudes are in black print and separate from speed constraint in Magenta ink and altitude constraint in light blue ink. Thanks.
IFR checkride next week and if I pass, this channel will be a huge reason for it. Thanks bud.. ADD A HELP OR DONATE BUTTON FOR US TO DONATE IN GOOD FAITH. Thanks
Good luck!! Let us know how if goes. We get a lot of benefit out of sharing content for free on the channel, but do have a patreon at www.patreon.com/flightinsight1 that a few have donated to. It's also on the channel homepage.
How would you answer this question? Any CFII welcome to try to answer. I earned my Instrument Rating in a Twin Engine. Checkride was in a Twin. Can I legally fly IFR in an Airplane Single Engine airplane??? btw... I earned my Private Pilot Certificate in an Airplane Single Engine Land. So the big question is "Can I legally fly IFR in an Airplane Single Engine airplane??? " If not, then what would i need to do so that I can legally fly IFR in an airplane single engine land?
You, sir, are an AMAZING instructor!! I’ve been flying for the last 23 years and I’ve never, EVER come across someone who explains things as well as you!! Your graphics are phenomenal, too!! Thank you for making these videos available!
Awesome video!! The detailed visuals are always top notch. I just got through Sporty’s Instrument ground course and was a little confused with the enroute stuff… I understood this completely. Hats off to you good sir. A+ content.
Your videos are extremely well presented. When we are initially flying east to west to get to LINDE shouldn’t we be at 4000 because we’re flying east to west rather than flying at 3500?
Ive watched quite a few of your videos now and these are insanely good, you are a gift to not only new instrument pilots such as myself but all pilots, thank you for all that you do!
jesus ....where have you guys been when i was studying for my EASA ATPL.... as shamu3838 said five months ago... "Best IFR training videos on the Internet hands-down"
Great video but I have a question. You explained that the GNSS MEA allowed one to fly lower because the signal is coming from above. Why would the GPS MEA then be higher than the MOCA? Is there anything else that goes into setting that MEA? Example: V219 between HCT VOR and OBH VOR just south of KLBF, it is a the north end of chart L-10, shows a MOCA at 4500 but a GNSS MEA at 5000.
Great question, it comes down to communications requirements. In the TERPS, 15-1-9 says that an MEA “will be established based upon obstacle clearance, adequacy of navigation facility performance, and communications requirements.”
The area between BOY and DDY is absolutely “mountainous terrain”. This is mostly Salt Lake sector 16 , and a bit of Denver 22. The only part of salt lake artcc airspace that is not considered mountainous is over the Dakotas, sectors 17/39. One other thought concerning MVAs.. adjacent facilities do not always have the same MVAs! Similar but not same. This is common between Tracons and Centers.
Best IFR training videos on the Internet hands-down
I agree
And free too!
so true
agreed
Completely agree. Not too long, but includes all the info you need.
As a brand new IFR student, from the bottom of my heart, thank you. Your videos help explain everything so much better than other ones online. I hope you have nothing but success
I swear, this is like sam harris narrating aviation tutorials. So good!
You provide the most comprehensive and easy to understand videos, I'm blessed to have come across this channel.
9:40 I watched this whole video hoping I could figure out that one point; so glad you covered it!
Glad you stuck around for what you were looking for!
I'm an instrument rated commercial pilot and a cfi-i... videos like this and the entire library you guys have published have earned my appreciation and respect. These are great. I use them to refresh the info that I know, but may not use on a daily basis. You guys provide tools to use that makes me a better pilot!
Cant thank enough… have an airline exam tomorrow and i was stuck with these … wish you clear skies always…
Truly the best IFR training explanations around. You’re a great teacher! Really hoping you’re putting together an IFR ground school course!
Thanks for watching! There will be a full IFR ground school course coming. Look out for an announcement very, very soon!
These are awesome videos and clear, concise instruction. Keep them coming, because it’s great review for an old flyer like me.
Glad to hear it!
I’ve been binge watching all your videos and your videos are awesome for not just refreshing on knowledge but also for training reference for students. Amazing work, keep up the work!
Clear, well paced, informative, single concept building narration. Thank you.
I love the illustrations! Us visual learners really appreciate the effort you put into your graphics. The narrative is full of info that makes me go back and listen to that again!!
Thanks, Tom! I'm glad the style works for you.
Keep putting in the same work on your videos as you have been and your stuff is going to be BIG. Like, sportys or King big. I already purchased my instrument and commercial ground school as a package through one of those guys before I found your stuff. I'm kinda kicking myself over that....I would have bought yours if I'd known. Excellent quality. Keep it up
Been flying for over 40 yrs, retired military helo and king air guy. Best instructional vids I’ve ever seen...hope fort rucker is using these vids or teaming with flghtinsight for their IFR and Instrument examiner courses. Well done.
You are so frikkin good at this.
Your videos are great. Very detailed explanations , simple, at a pace that anyone could understand with phenomenal graphics. Thank you,
Very helpful to student pilot also in Europe.... many thanks!
Glad to hear these altitudes translate over into the European regs too. I'm woefully ignorant of IFR (or any) flight rules in Europe unfortunately.
FANTASTIC video! Thanks so much for making the information so simple to understand!
These videos are gold!
Amazing! Thank you so much for this video. I love my professor but having all the animations made this so much easier to understand!!!
you have a professor teaching you to fly ?
These videos are excellent....great tool! thanks!!
Thanks for sticking around!
I learning so much from him appreciated
very useful !! i play MSF 2020 ! i need to understad this for basic flights!
Great presentation. Thanks
Absolutely amazing video. Super clear!!!
Great video! Presented so well! I needed brushing up and either relearned and learned a thing or two! Thank you 🙏
Thanks! Great video!😀
Thanks, Alessio! Hope it was helpful
Incredibly useful video, thank you.
This video is great. Can’t wait to learn more. Thank you.
Love your work. Excellent presentations. Easy to understand, even for an Aussie pilot!
You make Tuesdays and Fridays to always look forward to for your posts.
Your thoughts on VORs being dismantled and yet still used and displayed on the charts and the written test?
Thanks! From my understanding and without really researching it, the VORs that are being discontinued are considered redundant in the sense that they're not part of the minimum network of VORs that allow for flight on Victor airways throughout most of the country. Even with GPS being ubiquitous, I don't think there's any rush to completely phase out VORs because of some of the vulnerabilities of the GPS network (easy to spoof, not decentralized). Also I understand that many countries that don't have their own GNSS system like GPS or Galileo aren't eager to have their only navigation system based on foreign technology!
You are fricking amazing!
Great video
Excellent, thanks
Awesome
Perfect explanation, could you please do a Canadian version of alternate minima calculations. I'm studying for my INRAT and this helped a whole lot!!!!
this kind of video is art
Thank you!
Thank you. Request video for MORA and MSA as well.
Awesome video. Just one question: you said that for MRA we first intercept the point before start climbing (minute 7:00). If i do so, i wont be high enough to intercept and recognize that point
Excellent job thank you!
These are great videos.
Thanks!
Thanks it was very helpful
Thank You
I have a question about the fix Linde at 6:40 in the video. The aircraft is westbound at 3,500, but the MRA for the off-route VOR that defines Linde is 5,500, meaning my reception of Linde is not assured. So I am assuming that if I am westbound V172, EAST of Linde, and am relying on VOR navigation (not GNSS or DME) then really, I have to already be at 5,500 well before Linde, and 3,500 would not be an appropriate altitude, correct? Does this also mean that if I didn't file /G that ATC wouldn't clear me for anything below 5,500 if I filed for this route? And would not clear me as filed if I planned 3,500 unless I had an equipment code that showed I will not be relying on VOR reception?
I have this same question. Were you ever able to find an answer for this?
The secret is the graphics software n his deep understanding
"Mea Moca Oroca" sound like it should be a spell from _Harry Potter._
In Florida where there is a lack of high terrain, V97 South of Tallahassee has a MOCA of *1400, GPS altitude of 2000/4000 and MEA of 6000/8000’. How do you explain such a high GPS altitude with such a low MOCA?
Say I wanna plan a flight going to point with my rnav equipment by using my VR chart, I would be able to figure out the 1000 or 2000 feet buffer in my 4 mile corridor, but that would only give me obstruction clearance like moca better doesn’t give me assurance that I am in contact with ATC for planning off route flights where would I find this minimum victory altitude to make sure I keep that in account when I’m actually planning my flight?
what is the different between MORA and OROCA are they the same
Very good explanation of these kinds of altitudes. One question: I recently discovered using a Navigraph STAR chart an altitude with a "T" on the end (example 3400T below 13000). Was wondering what that means? Is that supposed to be a minimum altitude of FL340 for turbojets? Or does it mean something else? Those altitudes are in black print and separate from speed constraint in Magenta ink and altitude constraint in light blue ink. Thanks.
How are MORA and OROCA different?
IFR checkride next week and if I pass, this channel will be a huge reason for it. Thanks bud.. ADD A HELP OR DONATE BUTTON FOR US TO DONATE IN GOOD FAITH. Thanks
Good luck!! Let us know how if goes. We get a lot of benefit out of sharing content for free on the channel, but do have a patreon at www.patreon.com/flightinsight1 that a few have donated to. It's also on the channel homepage.
How would you answer this question? Any CFII welcome to try to answer. I earned my Instrument Rating in a Twin Engine. Checkride was in a Twin. Can I legally fly IFR in an Airplane Single Engine airplane??? btw... I earned my Private Pilot Certificate in an Airplane Single Engine Land. So the big question is "Can I legally fly IFR in an Airplane Single Engine airplane??? " If not, then what would i need to do so that I can legally fly IFR in an airplane single engine land?
That Judas Priest reference was kind of a jump scare for me 😂
almost makes a person not to want to fly.
All of them nicely stacked and explained; just amazing how good this is presented. Very well done!
I wish I could say I knew all these going into my instrument checkride! Well as they say you're always learning.
@@flightinsight9111 First learning, than explaining, than understanding, and than learning again.
Amazing video
You, sir, are an AMAZING instructor!! I’ve been flying for the last 23 years and I’ve never, EVER come across someone who explains things as well as you!! Your graphics are phenomenal, too!! Thank you for making these videos available!
Thanks for a great video. I can only imagine how much effort you put in creating these animations. It's appreciated!
Thanks Jimmy! It's not as bad as it looks making these, but I appreciate the comment!
Awesome video!! The detailed visuals are always top notch. I just got through Sporty’s Instrument ground course and was a little confused with the enroute stuff… I understood this completely. Hats off to you good sir. A+ content.
Love the way you edit these videos. So easy to understand and tells me exactly what you are talking about. God Bless.
wow, so clear now!
your videos make IFR less intimidating.
amazing job. Tank you!
Your videos are extremely well presented. When we are initially flying east to west to get to LINDE shouldn’t we be at 4000 because we’re flying east to west rather than flying at 3500?
6:43 Wouldn't I need to climb and cross at 5500 before LINDE? Thanks in advance.
Another great video. Thx for the effort and basic illustrations. I couldn't be more appreciated. Looking forward to see this IFR charts series...
Thanks Selcuk. One more on IFR charts coming this week, then I think we'll dive into SIDs and STARs in the following videos.
Why do some T-Routes have MOCAs if they are GPS-based? Is it perhaps for two-way communications with ATC or radar coverage?
very well explained , i wish i could take your course !!
I did not get the purpose of the MRA can you explain with scenario
perfectly explained. thanx
Amazing videooooooooo. Thank uuuuuuuuu
Really good.
🎈🎈👍👍😀😀
Incredibly helpful and informational videos. Thank you for creating and explaining!
Ive watched quite a few of your videos now and these are insanely good, you are a gift to not only new instrument pilots such as myself but all pilots, thank you for all that you do!
So glad the course has helped!
@@flightinsight9111 can I ask what your home state is for your airport, maybe offer some one on one instruction?
I’m in Maryland. Shoot me an email at training@flight-insight.com and I’ll see if I can help you
jesus ....where have you guys been when i was studying for my EASA ATPL....
as shamu3838 said five months ago... "Best IFR training videos on the Internet hands-down"
what an amazing job! you make everything so much easy to understand
i really like the work you put on the animations too
10/10
After 30 years as a pilot for the government I'm finally working towards my CFII for retirement and these lessons are gold. Thank you so much.
Thanks for all this quality content , its much appreciated
I wish I had that kind of presentation when I was training for ppl and later for ATC. Well done. Thanks
Your IFR videos got me through instrument and now as a CFII i tell all my instrument students to watch these!
Spectacular video honestly. I really hope we never lose access to these videos because they are extremely good.
Learned so much from the video. As a simulator pilot who wishes he could be a pilot, this was fantastic!
Thank you for great explanation.
Got my double i ride coming up…your IFR vids are the cream of the crop!
One of the best videos I have ever seen. Thank you
Your home airport is College park, MD? The map you use looks like DC
Great video but I have a question. You explained that the GNSS MEA allowed one to fly lower because the signal is coming from above. Why would the GPS MEA then be higher than the MOCA? Is there anything else that goes into setting that MEA? Example: V219 between HCT VOR and OBH VOR just south of KLBF, it is a the north end of chart L-10, shows a MOCA at 4500 but a GNSS MEA at 5000.
Great question, it comes down to communications requirements. In the TERPS, 15-1-9 says that an MEA “will be established based upon obstacle clearance, adequacy of navigation facility performance, and communications requirements.”
New follower here… great stuff Captain 👍🏼📚
Welcome! Thanks for dropping in.
Great work, thanks a lot , but how can we memories all these altitudes, or it will happen by practicing reading the charts, will stick to the memory.
I would prioritize getting familiar with MEA. In most cases flying at that altitude will cover you if you're flying along airways.
@@flightinsight9111 Thanks captain.
The area between BOY and DDY is absolutely “mountainous terrain”. This is mostly Salt Lake sector 16 , and a bit of Denver 22. The only part of salt lake artcc airspace that is not considered mountainous is over the Dakotas, sectors 17/39.
One other thought concerning MVAs.. adjacent facilities do not always have the same MVAs! Similar but not same. This is common between Tracons and Centers.