Your visual examples are invaluable when it comes to putting book learning into practice. It's easy to read a book, but often hard to visualize what is actually happening, and you make it all come to life. Thx!!
Got my private at KMTN back in the day. Moved out of the Chesapeake area a while back, but after starting my IFR, discovering your videos is not just helping me immensely, but also bringing back memories! Thank you!
That was great! I wish I could have watched the plane on map a little more during the hold because I got a little lost there, but you actually made the rest look kind of easy. I'm sure it's not, but it was very interesting to watch how it all worked out. Thanks.
I'm in Instrument Training at KBUY and we have an arc approach which is crazy in that it spits you out at a bizarre angle to the runway. Aside from that aspect of the approach, I adore doing the 'turn ten twist ten' procedure. It takes a lot of practice but once it starts to click it's pretty satisfying when you nail it.
Incredibly helpful to hear your commentary and watch the panel at the same time! This style of visual instruction is amazing, thanks for putting this together!
Absolute best instrument training videos on the internet! I am not here to nitpick, only to clarify for myself, 1) Aren't teardrop entries made with a 30 deg initial outbound turn? 2) Even if the fix is determined by DME, shouldn't the 1 minute inbound timing be done, with corrections made on the outbound leg? Wouldn't it be easier to pre-set the initial missed approach course on the #2 NAV and just turn to join and leave the #1 for arcing and eventually holding? If I'm confused, please straighten me out. Thanks for finding this approach. Glad it wasn't shown on the G1000. This reinforces the need to do some mental math and conceptualize the flight path.
1. Thank you, your videos and explanation are done correctly 2. I tried this approach in sim after viewing it for one time, it was the most hardest thing to do, for someone who is now only beginning in his IFR training
Great stuff! I usually find standard DME Arcs pretty straightforward (see KOLM VOR 35, or even the relatively mountainous, with step-downs, KELN VOR-A) but the hold on those is a straight direct to.. and hold. The arc-to-hold at KMTN adds a new dimension. I really can’t imagine the added bonus of a rapid-fire Potomac controller on top of this if KMTN was at minimums… 😁 It would be GREAT content to fly this approach in real life now that we’ve seen it in the sim! And, nice job with the explanations as you flew the twist 10, turn 10. Excellent content and information! I accidentally ‘found you’ as I was searching for IFR content - the two-handfuls of video I’ve watched of your content is very well presented! I am now subscribed.
Entering the hold, you kept HDG 160 a bit too long and should have turned more toward (outbound) HDG 108 for this direct entry, that’s why you had a bit of a problem finding the 228R inbound (too far south). Very good example of a harder ARC, and executed it very well… thanks for posting it.
@@flightinsight9111Yes, with FMS (GPS backup) it would make the approach a lot easier. I used to do fly these approaches with only mental situational awareness (without a screen) and no autopilot.
Flew this in the sim with the c152 Was sweating by the end of it with no m maps or AP and just the plate to ref on iPad Altitude holding was a wee bit sketchy as was super bumpy but found the runway. Was a great challenge . Many thanks for the vid and sharing this one. Had been looking for a tough one and this certainly fit the bill!
Great stuff. Entering the teardrop in the hold, you didn’t turn to 138 degrees. That’s why the VOR needle didn’t come alive by the time you a crossed 11 DME.
Wow! I got lost at the site seeing point. I was understanding everything up to that point. After you got back in the hold, I understood… but that little portion lost me. Also, I’m having trouble visualizing the entry pattern. When you mentioned it, I paused the video to Try and figure it out… but I think that was in the middle of that lost point so I didn’t have my bearings. I’m gonna save this video and try to rewatch later and figure it out.
The best IFR content by far on YT. Does your IFR course is suitable for MSFS simmers? Do you havee lessons and missions to practice? Do you plan to make some kind of promotion? For us from poor countries it's a big investment.
If you're looking to fly with as much realism in your sim as possible, the IFR course will take you a long way. We do have promotions throughout the year, but none currently. If you go to our website and subscribe (at the bottom of the page) you can stay up to date on sales.
All your videos are gold. I’ve done a couple of circling dme approaches for practice but with good Wx. However, throwing in altitude changes, IMC, and yet another arc dme for a hold would certainly be stressful. Add flying single pilot and no autopilot and you’re really pushing it then. Why don’t you add a direct to on your gps for dme instead of looking at a constantly changing page full of nearest VORs? Side note: easy on those flaps at 100+ kts 😁
Why don't you use the Distance readout from the VOR/RAD/DIS in the column on the left of the GNS 530? It does differ some from the readout in the NEAREST screen in your video but it seems easier to find and follow. Thanks. Actually, I just flew the VOR/DME RWY 17 into KVCV and monitored both methods and the distance agreed in both. I'll try the KMTN arc now but I'm assuming they'll agree also.
is the NAV 1 distance under the VOR identifier and radial the DME slant distance? Is that why it's different than the GPS distance when you go to the Nearest VOR page?
man back in flight school we used to do this while handflying. but we were in a glasscockpit so which made it somewhat doable. doing it on the old vor analog looks so hard..
I am new to flying simulation but I am really fascinated by your videos and the way you explain things! Could you please tell me how you display the little airplane on your charts? Thanks for the beautiful content!
Doesn’t DME measure direct to the plane, including altitude? So 6 DME while flying at 5280 ft would be 5 miles laterally from the station, right? But isn’t the gps “dme” measuring laterally, without including the altitude? I’m just trying to understand how it’s ok to interchange them in this case
Very good video! Just curious, why did you not enter the VOR into the DME receiver (beneath the autopilot)? This would have freed up the GPS for map situational awareness via graphical depiction of the arc? On such a difficult approach, especially near minimums, I would think that one would want to use everything at your disposal. Thanks much,
While this is a very good video in general, especially demonstrating how to use a 430/530 to fly a DME arc which is in general allowed by AC 90-108, the specific approach flown was not done legally. Notice in AC 90-108 8b that a suitable RNAV system cannot be used as a substitute for the navaid on the final approach segment. Because this specific approach is a special snowflake and has an arcing final approach segment, the use of an actual DME is required. I'd also strongly caution you against advising your viewers to begin the descent 2º prior to needle centering, as you did at the FAF. If you want to begin slowing down prior to the FAF, fine. NEVER begin the descent before the specific fix authorizing it on the IAP. You were 100ft lower than authorized crossing the FAF, and that would be grounds for busting a checkride or worse.
Amazing Instruction! Let me start out with that. Im trying to watch all the videos. Great material. I disagree and partially agree to your comment above. He did bust the altitudes on the Arc fixes and FAF by descending before the VOR needle centered but there might be some leeway along the ARC for error. The FAF not so much, I imagine. I will have to really rewatch this to make sure. Im not sure what your talking about with the “RNAV System cannot be used”. It can be used as a DME. Although, It can not be used for Lateral Guidance Along a Final Approach, as per AC 90-108 8b. That guidance does not apply here and is only if your using it instead of a VOR. In this example he was in VLOC mode and was using the VOR, getting Distance info for each fix from the Garmin 530. Where is the Special Snowflake?? I dont think that applies here. Please correct me if I am wrong. This is a study session and by no means an argument. Its good to nit pick things so we all learn.
@@adamcorts1725 The way I read the advisory circular, he is using the GPS in lieu of a DME navaid for lateral guidance on a final approach segment (because essentially the whole approach is the final approach segment), which violates AC 90-108 8b. I guess it depends on your definition of lateral guidance, but the way I see it using DME to stay a fixed distance away from a navaid is using that DME for lateral guidance.
Yes, the original commenter was correct! This is not legal Per AC 90-108 I think, I misunderstood the “Special Snowflake” part of the comment. Special Snowflake was a reference to the approach in general being totally unique and one off. I learned allot looking this stuff up and trying to understand the rules. I am still confused on a few things but hopefully Dan can comment on this or make a video.
There might be physical obstacles that were built afterwards and changed what sorts of approaches are possible. Or even physical geography that forces the descents to be in a given shape. All of this is IFR, so you have to assume you can't see anything out the window.
Your visual examples are invaluable when it comes to putting book learning into practice. It's easy to read a book, but often hard to visualize what is actually happening, and you make it all come to life. Thx!!
Got my private at KMTN back in the day. Moved out of the Chesapeake area a while back, but after starting my IFR, discovering your videos is not just helping me immensely, but also bringing back memories! Thank you!
His videos got me through my ifr checkride nick! I wish you luck
That was great! I wish I could have watched the plane on map a little more during the hold because I got a little lost there, but you actually made the rest look kind of easy. I'm sure it's not, but it was very interesting to watch how it all worked out. Thanks.
I'm in Instrument Training at KBUY and we have an arc approach which is crazy in that it spits you out at a bizarre angle to the runway. Aside from that aspect of the approach, I adore doing the 'turn ten twist ten' procedure. It takes a lot of practice but once it starts to click it's pretty satisfying when you nail it.
I didn't know that kind of approaches exist. That was very interesting. Thank you
Other than the entry into the hold😁, you have the best IFR environment explanations on you tube!! Keep up the great work!!!
Yeah the hold was a bit rocky, but most people don't watch to the end anyways lol. Thanks the kind words!
Just did this approach in the SIM with my instructor, definitely the most fun i`ve had in the simulator
Incredibly helpful to hear your commentary and watch the panel at the same time! This style of visual instruction is amazing, thanks for putting this together!
Added another checkmark to my TO LEARN LIST. Very well presented my friend. Thank you so much.
Absolute best instrument training videos on the internet!
I am not here to nitpick, only to clarify for myself, 1) Aren't teardrop entries made with a 30 deg initial outbound turn? 2) Even if the fix is determined by DME, shouldn't the 1 minute inbound timing be done, with corrections made on the outbound leg? Wouldn't it be easier to pre-set the initial missed approach course on the #2 NAV and just turn to join and leave the #1 for arcing and eventually holding? If I'm confused, please straighten me out. Thanks for finding this approach.
Glad it wasn't shown on the G1000. This reinforces the need to do some mental math and conceptualize the flight path.
1. Thank you, your videos and explanation are done correctly
2. I tried this approach in sim after viewing it for one time, it was the most hardest thing to do, for someone who is now only beginning in his IFR training
Great stuff!
I usually find standard DME Arcs pretty straightforward (see KOLM VOR 35, or even the relatively mountainous, with step-downs, KELN VOR-A) but the hold on those is a straight direct to.. and hold. The arc-to-hold at KMTN adds a new dimension. I really can’t imagine the added bonus of a rapid-fire Potomac controller on top of this if KMTN was at minimums… 😁
It would be GREAT content to fly this approach in real life now that we’ve seen it in the sim!
And, nice job with the explanations as you flew the twist 10, turn 10. Excellent content and information! I accidentally ‘found you’ as I was searching for IFR content - the two-handfuls of video I’ve watched of your content is very well presented! I am now subscribed.
Thanks bro from Piper m600 pilot! I had to use imagination to fly it with you mentaly:) it was so useful . Thanks a lot!
Nice! Technically, informationally, pedelogically, very nice!
That was great, thanks for the demo. Your IFR content is awesome, keep it up!
Entering the hold, you kept HDG 160 a bit too long and should have turned more toward (outbound) HDG 108 for this direct entry, that’s why you had a bit of a problem finding the 228R inbound (too far south). Very good example of a harder ARC, and executed it very well… thanks for posting it.
Most definitely! Spent a little too long sightseeing and got too far outside. Probably tired after doing two dme arcs! Thanks for commenting.
@@flightinsight9111Yes, with FMS (GPS backup) it would make the approach a lot easier.
I used to do fly these approaches with only mental situational awareness (without a screen) and no autopilot.
Direct entry. Yes!!
Flew this in the sim with the c152 Was sweating by the end of it with no m maps or AP and just the plate to ref on iPad
Altitude holding was a wee bit sketchy as was super bumpy but found the runway. Was a great challenge . Many thanks for the vid and sharing this one. Had been looking for a tough one and this certainly fit the bill!
Thank you for teaching this, I'm going to be flying the LOC BC RWY 16 arc approach into KRDD this week for my instrument training in a PA-28. :)
Great stuff. Entering the teardrop in the hold, you didn’t turn to 138 degrees. That’s why the VOR needle didn’t come alive by the time you a crossed 11 DME.
Wow! I got lost at the site seeing point. I was understanding everything up to that point. After you got back in the hold, I understood… but that little portion lost me. Also, I’m having trouble visualizing the entry pattern. When you mentioned it, I paused the video to Try and figure it out… but I think that was in the middle of that lost point so I didn’t have my bearings. I’m gonna save this video and try to rewatch later and figure it out.
Great demonstration. Good to have to think a bit. I'll be giving this a try. Thanks!
Enjoy. Feels weird using the old brain sometimes after getting used to the GPS
Great Video:)))
Better not be missed on this approach :)) Should try it in SIM
Great video. Isn't the entry to the hold from the heading you were flying a Direct entry? I'll keep drawing it out but I think it is.
The distance from the vor that is in the active is under the frequencies along with the radial that you are on n ID of the vor
Great video thanks for doing this.!
The best IFR content by far on YT. Does your IFR course is suitable for MSFS simmers? Do you havee lessons and missions to practice? Do you plan to make some kind of promotion? For us from poor countries it's a big investment.
If you're looking to fly with as much realism in your sim as possible, the IFR course will take you a long way. We do have promotions throughout the year, but none currently. If you go to our website and subscribe (at the bottom of the page) you can stay up to date on sales.
All your videos are gold. I’ve done a couple of circling dme approaches for practice but with good Wx. However, throwing in altitude changes, IMC, and yet another arc dme for a hold would certainly be stressful. Add flying single pilot and no autopilot and you’re really pushing it then.
Why don’t you add a direct to on your gps for dme instead of looking at a constantly changing page full of nearest VORs?
Side note: easy on those flaps at 100+ kts 😁
That was quite a learning experience! Hope I don’t have to do one anytime soon without practice!
Why don't you use the Distance readout from the VOR/RAD/DIS in the column on the left of the GNS 530? It does differ some from the readout in the NEAREST screen in your video but it seems easier to find and follow. Thanks. Actually, I just flew the VOR/DME RWY 17 into KVCV and monitored both methods and the distance agreed in both. I'll try the KMTN arc now but I'm assuming they'll agree also.
Good job man
Im just starting my IFR... what sim are you using? Thanks for the good vids.
Great stuff. Thanks!
I want to do this now! Very cool
That's PhD level instrument flying !!
A couple issues, the approach speed was a little high, shouldn’t that be 90? Once entered the Hold, need to slow down 80?
is the NAV 1 distance under the VOR identifier and radial the DME slant distance? Is that why it's different than the GPS distance when you go to the Nearest VOR page?
You “need a copilot”. I need autopilot!
I am going to fly this tonight-- in the basement on the Sim with no autoPilot.
Are pilots expected to be able to fly VOR DME approaches manually for training purposes?
man back in flight school we used to do this while handflying. but we were in a glasscockpit so which made it somewhat doable. doing it on the old vor analog looks so hard..
What simulator package are you using? I am liking it
I am new to flying simulation but I am really fascinated by your videos and the way you explain things! Could you please tell me how you display the little airplane on your charts? Thanks for the beautiful content!
Doesn’t DME measure direct to the plane, including altitude? So 6 DME while flying at 5280 ft would be 5 miles laterally from the station, right?
But isn’t the gps “dme” measuring laterally, without including the altitude? I’m just trying to understand how it’s ok to interchange them in this case
Very good video! Just curious, why did you not enter the VOR into the DME receiver (beneath the autopilot)? This would have freed up the GPS for map situational awareness via graphical depiction of the arc? On such a difficult approach, especially near minimums, I would think that one would want to use everything at your disposal. Thanks much,
Unless I'm mistaken, I think that's actually the transponder.
What's the App to follow the airplane on the chart?
Don't over speed your flaps!
Can you show us your sim setup please
So cool
What simulator do you use? Wanting to build one for maintaining ifr currency and polishing skills. Thanks
Great! The engine noise drowned out your narration a bit.
ForeFlight is a crutch. Going to try these without it on the sim
Great stuff! Time to overheat my brain
Go for it!
While this is a very good video in general, especially demonstrating how to use a 430/530 to fly a DME arc which is in general allowed by AC 90-108, the specific approach flown was not done legally. Notice in AC 90-108 8b that a suitable RNAV system cannot be used as a substitute for the navaid on the final approach segment. Because this specific approach is a special snowflake and has an arcing final approach segment, the use of an actual DME is required. I'd also strongly caution you against advising your viewers to begin the descent 2º prior to needle centering, as you did at the FAF. If you want to begin slowing down prior to the FAF, fine. NEVER begin the descent before the specific fix authorizing it on the IAP. You were 100ft lower than authorized crossing the FAF, and that would be grounds for busting a checkride or worse.
Amazing Instruction! Let me start out with that. Im trying to watch all the videos. Great material.
I disagree and partially agree to your comment above. He did bust the altitudes on the Arc fixes and FAF by descending before the VOR needle centered but there might be some leeway along the ARC for error. The FAF not so much, I imagine. I will have to really rewatch this to make sure.
Im not sure what your talking about with the “RNAV System cannot be used”. It can be used as a DME. Although, It can not be used for Lateral Guidance Along a Final Approach, as per AC 90-108 8b. That guidance does not apply here and is only if your using it instead of a VOR. In this example he was in VLOC mode and was using the VOR, getting Distance info for each fix from the Garmin 530.
Where is the Special Snowflake?? I dont think that applies here.
Please correct me if I am wrong. This is a study session and by no means an argument. Its good to nit pick things so we all learn.
@@adamcorts1725 The way I read the advisory circular, he is using the GPS in lieu of a DME navaid for lateral guidance on a final approach segment (because essentially the whole approach is the final approach segment), which violates AC 90-108 8b. I guess it depends on your definition of lateral guidance, but the way I see it using DME to stay a fixed distance away from a navaid is using that DME for lateral guidance.
Yes, the original commenter was correct! This is not legal Per AC 90-108
I think, I misunderstood the “Special Snowflake” part of the comment. Special Snowflake was a reference to the approach in general being totally unique and one off.
I learned allot looking this stuff up and trying to understand the rules. I am still confused on a few things but hopefully Dan can comment on this or make a video.
It's hard to hit 108/288 when you're dialed to 98/278.
Oh jezuz!!
"Clearview Airpark" - picture does not match METAR. 😁
Hopefully a DPE wouldn't throw this into an instrument checkride. lol that would be so cruel.
Martin Kenneth Miller David Lopez Anthony
anyone else watching this still not able to see the runway??? xD
why don't the idiots responsible for design and positioning of runways ,think about approaches before hand
There might be physical obstacles that were built afterwards and changed what sorts of approaches are possible. Or even physical geography that forces the descents to be in a given shape. All of this is IFR, so you have to assume you can't see anything out the window.