Clear Flight

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@HypoxicWaiter 19 күн бұрын

Great video. Do we not change the gate by the value of single drift?

@ClearFlight1 18 күн бұрын

Hi! Yes, strictly speaking the gate should be adjusted by single drift. However, some schools teach this and some don't. The gate is really just an approximate indication of your position in the hold, rather than a perfect science. So we've left it out of this presentation, which is designed to give you a good basic understanding before heading into your flight training. Your individual flight school will teach you the specifics of how they want you to fly the hold. Hope that helps!

@Kimgfisher2020 27 күн бұрын

Thanks, very useful :)

@abdulmismail Ай бұрын

I love these videos. While I'm nowhere near Instrument lessons, I plan to complete my PPL, IR(R), Night Rating and possible MEP by the end of the year. I'll then start my studies for the 7 pre-requisite exams prior to IR training. I don't have any real desire to be a CPL and I'm definitely not interested in an ATPL. One thing I really appreciate about this channel is I could *never* find a UK-based channel addressing IR.

@TheJessy8888 3 ай бұрын

And this proves too that it's the engines that make the aircraft take-off.

@diasbuilds 3 ай бұрын

Great presentation and very useful info!

@allanforbestv 3 ай бұрын

Really good videos. I am doing my IR(R) currently and these are great. I respect of the Gate, should this be adjusted to reflect the applied drift computation or should it always be calculated as 30 degrees left of teh outbound track on a righthand hold? Thanks again.

@ClearFlight1 3 ай бұрын

Strictly speaking, yes. The gate should be adjusted by the single drift value. Some schools use this, and some schools simply view it as a fixed gate that doesn't change with the wind. Personally, I've always found it simpler to use a fixed gate that isn't adjusted for the wind as it's only a rough indication of your position in the hold and not an exact science. Hope that helps!

@willversa 4 ай бұрын

Hi when we purchase the course does it have an expiration date and we have to buy again or is it a one time purchase?

@ClearFlight1 4 ай бұрын

Hello, the price includes course access for 1 year. More information can be found on our website: clearflight.co.uk/index.php/courses/instrument-rating-prep-course/ Thanks!

@willversa 4 ай бұрын

@@ClearFlight1 thanks ❤️

@willversa 4 ай бұрын

Does that mean the headings on sid are true tracks and not magnetic tracks

@ClearFlight1 4 ай бұрын

Hi, ICAO specifies that all published procedures use degrees magnetic, which is written in ICAO Doc 8168. In this SID, the cockpit heading is magnetic, all VORs are calibrated to magnetic radials and the NDB bearing pointer is simply overlaid on the magnetic heading reference. So everything in this video is a magnetic heading or magnetic track.

@willversa 4 ай бұрын

Had my first ir simulation yesterday the instructor started yelling at me for not holding the altitude at 6000 😂 without even showme how to basic monitor the instruments thanks for this video ❤

@ClearFlight1 4 ай бұрын

It's a shame that there are instructors like this, especially when there are fantastic instructors and schools out there. If your training continues like that, I suggest you talk to the Head of Training and politely request a different instructor. Best of luck and feel free to ask me any questions along the way!

@willversa 4 ай бұрын

@ClearFlight1 yeah was gonna do that infact I had second simulator class today and she didn't show up 😭

@willversa 4 ай бұрын

@ClearFlight1 thanks again ❤

@skinnyTheCat 4 ай бұрын

Great Channel! Thanks for another very helpful and nicely explained VOR Procedure. Really Nice video.

@Rodhern 5 ай бұрын

A word about strong headwinds on the outbound leg. I will use an exaggerated example to present my point. Assume there is a 30 kts headwind aloft on the outbound leg (there certainly can be). Assume that we fly the hold at an approach or loitering speed of 90 kts TAS (not very realistic, but it makes for a nice example). So for the holding diagram shown the wind is 09030KT. Now consider two outbound timing examples. The rule of thumb says to add 1 sec for each knot. This example is exaggerated, so let us be extra cautious. We add 40 secs to the outbound timing. During the first turn, for one minute, we are moved 0.5NM west. Then during 1:40 outbound with ground speed 60 kts (90 minus 30) we move 1.67NM east. During the turn to inbound track we move 0.5NM west again. This leaves an inbound track of 0.67NM, which at 120 kts ground speed (90 plus 30) is 20 secs. The beauty of this example is that the time for a trip around the pattern totals four minutes (1:00 + 1:40 + 1:00 + 0:20). Say I aim for the standard one minute inbound leg flight time. In this case I will extend the outbound leg timing to three minutes. Let us run through the pattern timings. First turn is 1:00 and moves us 0.5NM west. Outbound for 3:00 moves us 3.0NM east. Second turn is again 1:00 and moves us 0.5NM west. The inbound leg becomes 2.0NM, which takes one minute to fly (at the 120 kts ground speed). The morale of the story is, if you have a strong headwind on the outbound leg, do not cut your outbound travel short, or you might get quite rushed on the inbound leg. In the examples above if you use a strict 1:30 outbound timing, you get 15 secs on the inbound leg. That is not a lot (e.g. if you need to reintercept an inbound track). Also notice from the second timing example, that 30 knots led to a 120 secs increase; that is a 4 secs per knot ratio! What would you do in such a situation? I think it might make sense to see if you can choose a faster speed, but let us say you cannot, how much time would you add to the outbound leg?

@ClearFlight1 5 ай бұрын

Hi, a valid point raised! 2 considerations for your scenario: 1. The hold timing is not required to be 4 minutes. Although it still gets referred to as a "4 minute hold", that hasn't been a requirement for at least 2 decades and I'm not sure when (or in which countries) it was a requirement before then. The 4 minute (nil-wind) hold is really just used as an example for students who are first learning the theory of the hold. ICAO PANS-OPS Doc 8168 simply tells us to adjust the outbound time of 1 minute to account for the wind. It does not tell us how to do that. So you are within your rights to make the outbound timing 3 minutes if you wish, provided you do not leave the hold protected area. 2. The same ICAO doc also tells us to start the outbound timing at the abeam position or wings level, whichever comes later. So in your example, you would finish the outbound turn 0.5nm west of the abeam position. You would then fly straight and level for 30 seconds (at a 60 knot ground speed) before reaching the abeam position, where you would start the 1:30 outbound timing. That would give you 2:00 on the outbound leg in total and is halfway between your two examples. Personally, I would fly the 1:30 outbound time, which starts at the abeam position, but that is not the only way it could be flown. Your example of 3:00 outbound would be another valid technique in those circumstances. Some schools that use slower aircraft teach an outbound time of 1 minute +/- 1.5 seconds per knot of HW/TW to compensate for this. As with almost everything in aviation, there is more than one solution to the problem!

@Rodhern 5 ай бұрын

@@ClearFlight1 Ahh, yes, of course, the abeam position rule is what saves the day. Completely slipped my mind. Thank you.

@MCT72 5 ай бұрын

Fantastic presentation very clear, thank you. I just wondered why they were so few likes, then I realised the video was only 1 hour old! The printer is working this very moment to print out your guide.

@ClearFlight1 5 ай бұрын

Thank you! I'll be doing Part 2 next week

@Rodhern 5 ай бұрын

1:42 "We can see the procedure starts from the TL NDB". While that indeed seems logical from looking at the map, how do I actually know this is the case (given that all the IAF markings are out west)? Is it the thick black line on the vertical diagram at 2000' that indicates TL (NDB) is the initial point?

@ClearFlight1 5 ай бұрын

That's a good question. There's multiple ways you could fly this procedurally. You could start from the points labelled with IAF (ALINI, RUDOV, GINUB) or the TL NDB. From certain directions, you could also be cleared direct to the intermediate fix MOMZE and skip all the initial approach fixes. Another option that you'll hear a lot of airlines request is "own navigation to the centre fix", which in this case is the waypoint CF10R. The way in which you fly it procedurally is down to where you're arriving from, what you request from ATC and what ATC can accommodate. So there's a lot of options for positioning onto this approach procedurally and, as you say, the one you end up flying comes down to what's logical. Hope that helps!

@fpt9694 5 ай бұрын

@@ClearFlight1 interesting, so in reality for the plate you used (in a procedural environment), the full reversal procedure would only be appropriate for arrivals from the east? From all other cardinal directions aircraft would likely position via the other IAFs using RNAV capabilities?

@ClearFlight1 5 ай бұрын

Yes, exactly. The last scenario is if you had a reason to enter the hold first, then the course reversal would be used to fly the procedure from the hold.

@yonatanh2044 5 ай бұрын

Great video, thanks!

@skinnyTheCat 5 ай бұрын

Beautiful Presentation! This was really Helpful for me. I am often Hunting around, trying to change everything that's wrong. This is a better "Approach"! Thanks :)

@mr.ffrroosstt 5 ай бұрын

Thank you man

@nathanhelfman 5 ай бұрын

When passing 5500--not 5100.

@Townchild1 5 ай бұрын

Perfect. This is a Question in my examination CAT A. What can you to avoid opposite Direction?

@miket3445 5 ай бұрын

Concise and to the point…….i was taught, “push the head, drag the tail”……interesting how sayings change yet are the same. Cheers

@CKM1109 5 ай бұрын

Great! Wish it was done on steam guages though

@Gerii 5 ай бұрын

Very good explanation, thank you. I use the heading and altimeter only in combination with the Autopilot. In this exemple it is used as a guide to have a visual point when reaching altitude or heading.

@andrewuk2743 5 ай бұрын

Very clear and comprehensive , the full course looks very interactive, very well done , top marks

@IFR_Challenges 6 ай бұрын

Great video. How do you get the little airplane symbol to overlay the Jeppesen chart?

@ClearFlight1 6 ай бұрын

It's just the default ForeFlight setup on my company iPad

@krusty1974 6 ай бұрын

Finally somebody talks about this fundamentals. My technique is different in terms of time per value and time to the next secondary instrument check. Much more rapid and frequent in all phases of flight.

@aviator267 6 ай бұрын

Great Job. Regarding the MSA I normally add that the MSA is centered, in this example, 25nm radius from the TL NDB. 🎉

@klimoffizh 6 ай бұрын

You make the best and clarifying videos. Please don't stop and thank you!

@miketaylor3947 6 ай бұрын

Missed one of the options if there's trouble on departure. Fly along the river valley until problem is sorted out or climbed above msa or crashed 🤣.

@mikewilson2695 6 ай бұрын

Mike, One would need to define trouble. I’m in the US. If it is an emergency, pilot in command can do what he wants to keep the aircraft and souls on board safe. Look to the FAA A.I.M. for guidance.

@miketaylor3947 6 ай бұрын

@@mikewilson2695 I was trying to make a joke, the video said fly along the valley until problem solved OR above MSA. Well, the video didn't cover what happens if the problem is not solved and the plane never makes it to MSA.

@mikewilson2695 6 ай бұрын

@@miketaylor3947 Mike, Ok. No worries! Happy flying! I’m retired. Hung up the headset!

@nigelbellamy5798 6 ай бұрын

Thanks for the clarification. I was confused between Bank Angle and Turn Rate. Great to know you are monitoring comments and able to respond so quickly.

@nigelbellamy5798 6 ай бұрын

At 11.10 and often, but not always thereafter, the highlight of the scan target shows heading when the commentary states turn rate. Ideally this will be fixed, but if not go by the commentary rather than the visual highlight.

@ClearFlight1 6 ай бұрын

Hi, thanks for the comment. The turn rate indication on the G1000 is the small magenta bar that extends left/right from the heading indicator, which is what we're trying to highlight when saying "turn rate". Unfortunately, it's difficult to highlight the turn rate indicator on its own without making our highlighting so small it becomes impossible to see. Hope that makes sense!

@janjyotsoora6362 6 ай бұрын

Excellent demonstration

@dr_jaymz 6 ай бұрын

You forgot the most important force. That diagram really should have MONEY pointing upwards, because when you run out of that all the other forces become zero except weight.

@dr_jaymz 6 ай бұрын

A lovely explanation and great to see the different approaches to controlling adverse yaw in the design of an aircraft. When an aircraft is entering a stall one wing usually drops first and the natural instinct is to add aileron to pull that wing up, but the downward deflection of the control surface increases the effective angle of attack making the situation worse and bad things happen.

@dr_jaymz 6 ай бұрын

Great video. Now imagine doing this being kicked about by turbulence with instruments that wave all over the place as well as an aircraft which isn't stable in roll i.e. wants to bank right or left depending on load and its very very difficult and at first seems impossible.

@MrGingerCactuss 6 ай бұрын

Superb video! As an ATPL student about to begin my IFR with the G1000 this gives a great inisight into what to expect. And thank you for mentioning the regulations as a good theory reminder. Maybe you should consider shooting an approach into Zürich, Switzerland for the next one 😉 With a complex APP/DEP system consisting of three crossing runways, it’s definitely an interesting one to tackle. Keep up the good work!

@streptokokke1003 6 ай бұрын

10:05 *5500 ft

@ClearFlight1 6 ай бұрын

Good catch 😉

@bombsaway6340 6 ай бұрын

Greetings from the other side of the pound. Can you substitute GPS for the NDBs? Here we can.

@ClearFlight1 6 ай бұрын

Unfortunately, in Europe it's not quite as simple as yes or no... It depends on the country, the operation and the aircraft. Often your company or flight school will have to have a procedure for it written into their Ops Manual if you want to use RNAV substitution. That said, for training and testing the examiner is within their rights to force you to use the ADF during the test as they see fit (and often it's not the examiner's choice either - the aviation authorities often tell the examiners when to allow RNAV substition and when to disallow it).

@bombsaway6340 6 ай бұрын

@@ClearFlight1 does sound a bit complicated. I flew in the UK for several years when I was a USAF pilot, but that was before GPS. I’m an instrument instructor in the US and our FAA puts heavy emphasis on RNAV. NDB are almost entirely gone, and VOR stations are being significantly cut.

@ClearFlight1 6 ай бұрын

@@bombsaway6340Hopefully one day we will catch up. The UK still insists on having RNP approaches (equivalent to RNAV in the US) with the missed approach based on an NDB. Their logic is that your GPS might fail so you have the trusty NDB to back you up!

@ITMann 6 ай бұрын

Very clear and concise. Excellent tutorial. I will need to study this for sure. Its something that we can all overlook at times, as we are keen just to fly off and head for our destination. But of course it is all necessary, even in the flight simulator, as we try to recreate a sense of realism and immersion. Thank you.

@Cosme422 6 ай бұрын

Great video! One of the best I’ve come across. I will be saving this one as I will need to review it a few more times for sure. Really appreciate this. Thank you.

@kwadwosakyi3951 6 ай бұрын

What turn rate should you be looking for when in the standard rate turn, even though you highlighted where to look on the hsi as you were turning, I wasn't sure what the turn rate should be.

@ClearFlight1 6 ай бұрын

During instrument flight, turns are typically flown at what's known as "Rate 1", which is 3° per second or 2 minutes to complete a 360° turn. Hope that helps!

@kwadwosakyi3951 6 ай бұрын

@@ClearFlight1 What I didn't see at first was the magenta turn rate line. I didn't notice it at first. Thanks for your response.

@user-eg5tv8cl1t 6 ай бұрын

Very interesting video. I am waiting the next one. Well done for your job, keep going .

@user-zy8fo4it8u 6 ай бұрын

This is absolutely amazing content, will defo recommend it to my peer’s commencing their CPL MEIR journey. Please keep going

@ClearFlight1 6 ай бұрын

Thank you! As long as people find it useful, I will keep making more

@jakew9887 6 ай бұрын

Excellent presentation. Thanks

@ClearFlight1 6 ай бұрын

Thank you!

@c172inthesky 7 ай бұрын

this is such an amazing video. Short, simple, straight to the point. Awesome graphic.

@jamesma8124 2 жыл бұрын

Very clear explanation, couldn't understand what my textbook is trying to say at all

@craziestcontent9750 2 жыл бұрын

Thank you clear flight for cleaning my doubt.

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