Hands down THE best flying instructional videos on KZfaq (From a very appreciative viewer with ATP/CFII/18000TT/7 type ratings)

You're the Gold standard for clear teaching!

The most comprehensive and complete instruction on youtube when it comes to IFR flying. This channel helped me greatly in my training and I just wanted to thank you guys for all the great content over the years! You rock!

This is exceptional flight instruction refresher training. I don’t think I have found a more thorough and informative webinar than this. This is Platimum level instruction. Thank you!

I truly want to thank you Boldmethod crew. I find myself always coming back to many IFR videos for clarification during my self study. These videos helped me immensely as i mutter through all the daunting information regarding IFR world. The clarification in these videos helps me accomplish my goal to become a safer pilot while achieve my IFR rating.

I have studied Gleim courses, sporty courses. I still reference these videos constantly. So informational!

X-Military pilot, my computer woke me up this morning with the countdown of this video so I watched it. This was good for me. It ran my mind through processes that haven't been used in a while. A few of the questions were a mental pushup as well. It's a little scary because I was not looking at aviation videos. I was then concerned about what Google was doing last night while I was sleeping, so I hit the back button and it ran me through a bunch of instrument flying videos last night.

Preparing for my IFR written, this was very confusing for me..., this is the best explanation I’ve ever seen..., finally, I started understanding..., this is huge. Thank you so much!!!

"And.....That is a big arrow" HAHA The content in these videos are the best on the subject.

You guys are phenomenal ! thanks so much for these high quality instructional videos

Sir in you presentation regarding the three items authorizing you to go below DA/MDA - 1. In the continuous position to land where you state “It’s Up To You”. Yes, 3 degrees is ideal but your statement should have included “Descend at a rate so as NOT to breech the STABILIZED APPROACH CRITERIA..3 degrees may or may not give you that. I love your presentations , thank you.

You guys are doing excellent job. Thanks.

Great videos. A few things I noticed. You CAN substitute GPS guidance on a localizer course as long as you monitor the raw the data….the actual localizer. Also, you can ALWAYS execute a missed approach….even below minimums…..or way before minimums. It is a far better decision than forcing a landing in bad weather or landing long on a contaminated runway. Where you have to be VERY careful is going missed below minimums off a runway with high required takeoff climb gradients either for the missed approach procedure or the departure procedure. This should be taken care of in preflight or enroute planning. Flight deck performance manages this at the airlines. Another thing, circling in marginal weather is never a good idea. Ever. WAAS GPS DOES change your alternate criteria depending on your TSO installation version. All GPS approaches are considered “non-precision” even though they may have a DA and the same minimums as the ILS. This has to do with certification, testing and MONITORING and alerting……..not the precision of the guidance.

These videos are long but very educational and informative

Simply the best video I’ve ever seen in aviation

Amazingly educational and professional. Thank you!

Excellent video, learned a lot and make me fell more comfortable for my IRA check-ride. Congratulations for the help and awesome quality videos you provided!

Great presentation. Thanks

Simply the best aviation education!

Thank you very much from all the products overseas I always learn a lot refreshing my mind a lot even though I’m flying since 24 years as an airline pilot I’m from Jordan thank you very much please keep making these videos

Outstanding information!!!! Well presented and taught!!!

Love the videos! Keep it up!

Many thanx for this video! Lot of things got clear with your help. Good job!

Your videos are awesome.best ones out there,thanks.

27:33 I still time my approaches.

There are approaches such as RNP RWY 34R, Rome, Italy, that has both DA/MDA minima depicted for an LNAV (CDFA) on a Jeppessen chart. How come we can have a DA(H) for a 2D approach without vertical guidance? Keep up the good work. You guys are awesome.

Excellent presentation. Thank you

Amazing content

wow what a superb video

Great job

Great presentation! Thanks!

these videos help me sooooooo much! life saver

L35 at Big Bear FAF is the VDP - isn’t that odd? I used your formula taking the HAT and dividing by 300….

Great videos!

Great video but I want to know more about the CDFA technique, did you already upload the video about it, you mentioned something like you were going to.... But I am not sure if I understood correctly if you are making a new video about it if it so where can I find it? Thank you very much for this video! Regards from Costa Rica.

thanks this helps me a lot!

thanks a lot !

At 26:55 I thought that depicted that the VDP is 3.1 DME from the navaid and the actual missed approach point was the runway threshold, which would then be 1.6 DME from BFF. Is this incorrect?

Well, lets just find out if this presentation helps clear up those pesky FAA missed approach point questions. The FAA source material 8083-, including the AIM is terrible at teaching this in my eyes. For a "home study" guy, this information is hard to find. Great presentation!

Great videos by the way.... Just learning instruments so please bare with my math and understanding. At about 36:20 you mention speed calc of adding about 2% per. 1,000, msl. I am seeing roughly 1,500 msl so I would assume 3% in this case. 3% of 100kts is 3kts, so that would be 103kts. How did you come up with 120kts? I am obviously missing something huge here. Did I say how much I love your videos and blogs?

I heard that if the VDP is published it insures obstacle clearance.

What is BFF? Can’t find definitions anywhere!

Really helpful thx

Great video. Not sure if his "on the fly" math is correct at 35:00. Here is what I get. Please correct me if I am wrong. Basic descent rate math= Change in altitude/Distance x GS /60= FPM descent rate... I chose Pexsa and Wakor because distance and altitude is shown. The angle is still 7.75. (PEXSA)9700-(WAKOR)8740/2.4nm x 120 GS / 60 = 800FPM. I think he said descent rate was 1600FPM?

Thank you

Instrument Flying Handbook 1-21 for MAP for different approaches.

LPV approaches are not considered precision approaches. They are APV, approach with vertical guidance. They still use DA and generally are 200 AGL. Please correct me if I am wrong. This would come into play when choosing alternate and associated alternate mins.

These are great. Much better than Sporty's instrument class.

Best video

So if you are flying LPV without the "+V" showing, that means it is a certified precision approach, therefore, you can use DA instead of MDA? 56:00

Awesome

how do you determine flight visibility? is it by judging the distance from the approach lights to the runway? what if there is not any approach lights?

If using Dive and Drive method. We will be below recommend glide slope. How much protection do we get? Ex. You could break out of cloud dive and drive, you see the runway vasi light indicates two red lights.

How does Aleks know every single thing?

how to interpret ifr jeppesen chart

Who else is here from MGA during Quarantine time?

26:42 call me old school but I've always gravitate to government plates over Jep. chart.

great video but what’s with the ring

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