Click here for the PDF version of the sample SOP profile: bit.ly/BP-IFRStabilizedApproach

I guess AOPA realized what the rest of us already knew: that Dan at FlightInsight is producing some of the best aviation tutorials currently on KZfaq. Thank you Dan and AOPA - two of my favorite aviation resources (with Juan in a very very close third place!)

Ha, i started the video and thought "wait, this is not the Flight insight channel what's happening?!" LOL. Well done AirSafety Institute you've picked the very best KZfaq Flight instruction channel!

Great content Dan! Glad you linked up with the safety institute!

Dan provides a clear, simple, but yet detailed approach to teaching. I've taken all his courses for my own pilot journey!

Dan is the real deal.

Dan - you just gave me a better format for an ILS/LPV approach lesson plan. Your content is the best sir. This CFII thanks you! You make my job easier!

Great move by the ASI. FlightInsight is the gold standard in one-line ground school content right now. Nobody goes as deep, but yet, explains concepts with such a structured, intuitive delivery. Dan is making aviation safer with his work, which lines up perfectly with ASI's charter. Kudos!

Dan your content is always spot on! Flightinsight has been my number one resource for this IFR student pilot. Thank you for your time and effort.

As an instrument rated pilot who doesn't fly approaches as often as I would like to, I needed to see this. Thanks for another great video!

Great to see Dan here. I love it.

FlightInsight videos are awesome. Very detailed, yet clear and easy to understand. AOPA would do well to have you make many more!

FlightInsight is amazing as always! It is great to see the collaboration with AOPA!!! I hope there is more to come in the series.

I feel smarter after watching this simply because it was so well taught and I understood it 😂 👏

Great work as always, Dan! And congrats on ASI recognizing your fantastic teaching chops. Hopefully they're paying you! :)

Great to hear you're at the ASI!

Excellent! Thanks!! I like how you can see the runway on the PFD👏

Thanks for the structure to take it to the next level. I’m in the middle of IFR training now with no autopilot so this is great.

Thanks, good refresher and repeat or core concepts. Just got my Instrument rating in Oct 2021 and I really (and I mean really) love hand flying approaches. Not sure why, just fun. Live in the Seattle area so lots of good practice conditions during the fall (before the freezing level drops, keeping me grounded).

Great video and excited for the series 👍

This guy is a great teacher. AOPA, please bring back case studies.

Excellent !

Not a pilot, seasoned controller though. Great video! Like the advice to ask for delay vector or be boxed back around to buy some more time for whatever reason. That could save your life. Don’t ever hesitate to ask, even if controller may sound annoyed (but hopefully not). Doesn’t happen often but occasionally my turn to final/intercept is not good and I’d rather set someone up for the safest approach possible.

Great video. Thanks

As a retired military pilot I suggest to do one step at a time, ie read the clearance back then turn, once rolled out decent. In other words: Don't make a descending turn while talking to ATC.

I thought I recognized that voice from when I was prepping for my check ride. Thanks for putting this together, it was really informative and insightful.

Great stuff!!! 🤙

So cool! I fly to GVL pretty often, cool to see you’re around there too!

This is great content. Great move by ASI. Thanks for making this interesting videos.

Great video…

What's the deal with that 2+ story apartment building right before the approach end of RWY 8 ???

Is that FlightInsight?! Please do more with him!

Dan!!!! Love your stuff man.

Well presented; thanks for sharing.

Great video, nicely timed given that I’ll be working on my CFII in the near future.

thank you

IFR pilots take notice...please. Let me tell you something about spatial disorientation that I NEVER hear anyone talk about, but it was enough to convince me to never get my instrument rating. Many years ago I was at Universal City in LA taking a tram ride through the park. We stopped inside this round tunnel that was painted white with a black helical stripe painted through the length of the tunnel. The tram was dead still. Then the tunnel began rotating around us. Within seconds my head was slammed hard over onto my left shoulder and with all my strength I could not raise my head to the vertical. I was effectively paralyzed. The tram was right side up and stationary the entire time!! I believe this probably occurs in many such accidents attributed to spatial disorientation....one can become completely physically incapacitated and unable to manipulate the controls. Imho, single pilot IFR is simply too dangerous, especially if one is not aware of this risk. It's not simply a matter of flying the instruments. If one is paralyzed, you're probably going to die.

dont wait till the FAF, get as much as possible done on the leg toward it, get to the FAF fully prepared to fly the decent and closely monitor the CDI, the flight path, the settings, the waypts, the min alts, the AP and SUSP settings, the heading bug, etc etc, Use iPad or cel phone for the APR plate, avoid scrolling or knobs unless com/nav, must hand fly initial part of the missed. Prior to re-engaging the AP make damn sure the next waypoint is the one desired not the MAP which did not sequence, make sure the heading bug is on course not in the direction of thex nearby obstruction. Not stated that in real IFR the in-out transition to find the runway is itself often difficult and hazardous.

Outstanding info!!!👍👍

Great Video :-)

At (7:15) it is saying to set missed approach top altitude. It is probably best to set first altitude constraint. Reference KTEB ILS 19 missed approach instructions. Cross BUBGE at 1500’ then climb 3000. Not very common but there’s a reason! Setting top altitude you will fly through 1500’ maybe before the fix. Altitude bust and possibly traffic separation problems with KEWR (jet airliners). Also ref. Missed approaches for KSEA ILS 16 L,C,R have crossing at or below. Otherwise good video.

Could it be considered better practice to intercept using the assigned HDG with NAV armed first, until established on the localizer, before hitting APR separately to arm the glide slope? Yes, it’s two buttons instead of one, but I think it really helps to understand the workflow and process better (IMHO). Just like it’s usually better to only use DCT to FAF with the extended CRS to centerline, instead of using Activate Vectors to Final and losing all the intermediates and VNAV data. Those were some of the hardest things for me to learn and appreciate. One of Yoel’s guys kept saying “HDG-NAV” (or HDG+NAV) during an intercept, and I had no idea that “arming” feature existed until then. I had only heard it in reference to APR and maybe loading an approach. Then I saw several people waiting until they had intercepted and established (turned onto final and switched over to and navigating the appropriate green CDI), or been cleared for the approach, before activating APR to capture the glide slope once it indicated. The concept of arming (an approach plate, the NAV button, the APR button, the FLC button and pitch wheel, the VNAV button and associated ALTSelect wheel, and even the AP button itself) really seems to be a discipline of study and discussion topic all by itself. Anything where it’s preloaded, preset, and pre-configured to do one or more things with the press of a single button. SUSP during go around, use of TO/TOGA and FLC during takeoff, and VNAV were all fairly hard to pick up also. Luckily there are instructors like these to ease the pain.

This is interesting. At a very young age I thought being a flyboy would be the best. But years teach a person maybe those youthful enthusiasm reflect an imperfect understanding who you really are. That being said, the comment that answering ATC with its rapid fire quality may add to workload saturation. So hearing that, my instant question is, hey, this is the computer age. Can't software just emulate this forcing pilots to PRACTICE absorbing this and let the mind respond in a safe way? In the 1950s-60s, there really wasn't a substitute than learning on the job. But 70 years later, simulators and even personal computer software can "program" the pilot brain to slide into exactly what normally happens. Heck, controllers can WRITE the software!

Don’t do anything dumb, different or dangerous. I like to emphasize the “different” aspect. It’s very easy to F up when doing something different from anything you’ve trained before. Everything is way harder to first time around.

I believe the missed portion of the approach is equally important and easily as challenging probably more so(whole lot happening in a short period of time). I’m wondering why you guys chose to omit that section of your SOP in this video?

Always have a map in your head on approach.

In a 172 with standard instrument radios I made a few IFR approach and landings . I requested vectors to the localizer , entered the clouds at 4,500 , was guided to the localizer , entered the outer marker , kept my glide slope needles squared and at 400 feet popped out of the clouds on final and landed . It really isn't that hard at least for me .

👏👏👏

I want some McDonalds now...

Thanks for the video! What Flight SIM did you use for this demonstration?

Student instrument pilot here. Would someone kindly explain why Dan used 80 knots IAS for the final approach when the TPS and approach plate use 90 ground speed as standard? Is it a personal minimum preference or advanced technique? I also understand that 90GS is for non precision MAP timing, but I thought it also applied in general for all approaches.

Why not have the aircraft fully configured and on speed for landing by 1000'? The aircraft I've trained on has a final approach speed of 65kt, and I always thought it bizarre to be taught to fly an approach at flaps 10°, 90kt all the way to mins then make a last minute configuration and speed change which to me is the definition of an unstabalized approach

Excellent video. Question: at the FAF, you mention reducing power and maintaining the pitch up to bleed up airspeed in order to pu the flaps. But with the autopilot activated and in approach mode, how do you hold the pitch ? Isn't the autopilot going to trim to keep the vertical speed you entered ?

A holding pattern will take a lot of attention and not necessarily give you breathing room to figure out the first problem. Also, "ARM" isn't well-defined in all the manuals. You might have stated what ARM does in this system. And at many airports with jet traffic, ATC may appreciate a decelerating approach. On an ILS, is it decision altitude or decision height?

On the missed, do we want to maintain the final approach course heading or the heading that autopilot used to maintain the localizer course like you recommend? What's the legal meaning of "climb straight ahead"?

Not a pilot here... so there's no downwind leg required on an IFR clearance? Sorry to be so obtuse. Also, why turn off the autopilot? Great video, thanks.

Great video, very similar to things I was doing on the multi for my IFR fligth test - and very useful now that's done and I'm back to flying approaches in a Warrior. Is that graphic available as a PDF?

Accountability is tough when you are by yourself. Airline is much easier than a 172.

i think you need to have ifr to fly period

N. Korea would be the easiest. . If the rocket misses just follow trail down to the launch site . From there on you are on your own , don't expect to see happy people .