Відео

Im nailing these, thanks to this video. Perfectly explained :)

I enrolled in your IFR ground course based on videos like this. It is GOLD. Your real-world-scenario based videos are hands down the best thing I have found on the market. And, funny, I have always struggles with G430/530 buttonology, since my PPL training days. That's why I rent a plane with a 650. :)

Good explanation of Wolfgang's law of the roller coaster as it applies to the closed or set/fixed rpm throttle. His "stall down" was the best way to deal with this situation with the Sromberg carburetor of the old days. Small Continentals using this carburetor would gulp significantly when the throttle was moved rapidly. With modern carburetors, we can bring the throttle into dynamic play as an exact glide angle and rate of descent control. Using power/pitch (power is altitude and pitch is airspeed) to control glide angle and also airspeed is a lot more effective and convenient than using the elevator for both airspeed (proper) and altitude (improper.) Too much airspeed is the problem today and Wolfgang had the solution in 1945, when the average length of a city grass runway was 1500.' "The 'stall-down' landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude, all slowed up and ready to squat." Stick and Rudder p. 302. Given that we can now use dynamic power (move the throttle like a good control) to exactly control the glide angle, landing on the numbers (or any desired spot) without the energy inefficient round out and hold off ("all into one maneuver") every time becomes a default nada. Full flaps and pitch up on short final to cause enough sink to require power to maintain glide angle (first deceleration from 1.3 Vso) and then maintaining the apparent brisk walk rate of closure with the spot the same as slowing into an intersection with our autos (second deceleration/ from less than 1.3 Vso) will put us in the three point attitude Wolfgang speaks of coming into low ground effect where Vso, and out of ground effect number, is no longer relevant. Just understanding that in no wind we land well below Vso because of ground effect energy will help with our tendency to always be too fast.

Yes, more practice, please!

Great video. Thanks

Please explain your decision to start the descent at OLM and not 3.1miles after it? Thanx for another great vid!

All the landings in the video were too fast. Perhaps looking at the airspeed indicator for stall airspeed. Vso is an out of ground effect number that has nothing to do with either takeoff, in low ground effect, or landing, in low ground effect. Wolfgang's "stall down" is much easier with power/pitch, but the poor energy management of ACS requires a round out and hold off. So practice hover taxi with full flaps and quite a bit of power in low ground effect. Hopefully you will learn to dynamically and proactively move the yoke fore/aft to stay level in low ground effect. When too fast, this elevator trick and feel for just about to touchdown height will help.

Bro I have required that to the plane

Good video, as always. Couple of points that would be worth to add on this topic: 1/ Standard vs Expanded Circling Radii, 2/ that unless we are instructed otherwise by the tower, we should expect to circle in the direction of the traffic pattern, 3/ when flying an approach to non-towered airport, we are authorized to circle to any runway and thus we don’t need clearance nor even need to tell approach control about it (unless circling is explicitly disallowed in the IAP). I find those are the three areas that are commonly misunderstood by instrument pilots.

Nice vid, can you tell me when you have a situation like this? Just curious. Take care

Hands down best video on this topic. Finally wrapped my head around this concept because of this video.

Great video to simplify VOR entry/hold procedures step-by-step. Much appreciated Dan!

In another video it may be helpful for many of us to cover how to handle the missed if you lose sight of the runway on the CTL. That's an easy mistake to make with high consequence if done wrong.

Extra credit for leaving the small frequency mistake in the video. We all make mistakes and that increases the relatability of your video.

Just visited the SFRA for the first time. All went fine. But this is a great video. Wish I had seen it first.

Stupid question: I have practiced in sim left and right traffic patterns (like for touch and go). We're supposed to enter 45def on the downwind leg. What I don't understand is WHEN do I approach an airport like this? Should I always just use the IFR approach plates if they exist? Is even using a standard pattern allowed if there are approach plates for the airport? Do busy airports allow simple standard downwind leg entry approaches? Just can't get when to use what... any help is appreciated.

Enjoyed the video, would have loved it without the autopilot stuff. Im training in an Archer (G1000) and we do not use AP often until veeeery later on.

Excellent explanation, other videos from other instructors talk too fast. You did perfect

I swear, i can watch 10 different videos on any topic and not understand it. I come to this guy and he explains whatever topic i need, perfectly.

I've been struggling with this so much and you just singlehandedly saved my life, THANK YOU!!!!

Excellent explanation!

wow. Right to the point. Great graphics. Excellent instructions.

תודה רבה על הסרטון! 🇮🇱

Whoa.. best approach to land vid i've ever seen by far.. good job

How did you get the 18000ft number?

I'm astounded how we got suckered into believing the heliocentric pagan model that does as it said, puts the pagan god helios at the center of the soul lure system. I can use math, science, video evidence and logic to easily show the earth is NOT a spinning ball, and yet people cling to it and deny their sense, logic, and reason for what? This I would like to know.

This video series has been critically important for me to watch since I've been taking a break from flying for a few months. Thank you, and looking forward to Part III.

Never did a dme arc until my MD11 type rating checkride

I recently subscribed to the premium version of the GTN750. Enjoyed the video. I have no problem creating a flight plan but a little confusing on planning the descend into the specific runway doing a visual approach. I welcome your feedback. Thank you!

10:39 „papi we‘re too low!💅“

Excellent VDP illustration. Much appreciated.

Well done. Thanks.

Coming back to your videos all the time. Keep it up!

Curious why you cancel ifr when cleared for the approach?

As an Instructor, your use of proper terminology _must_ be impeccable. You _must_ set a proper example in everything that you do and admit/correct when you make an error. Words like "thirtyfivehundred", "twelvehundred", and phrases like "...short of 35..." (vice " _holding short_ of 35" should never leave your mouth when instructing. Your student will pick up enough bad habits on their own without your help. No sense teaching them incorrectly.

Awesome !

In the last video we were about to fly the ILS circling into Olympia. Did I miss something, or did the videos get posted in the wrong order?

As a PNW new pilot(in instrument training now), love seeing my local area on your videos!

4:45 Why a parallel entry for hold in lieu? It's a little faster but a teardrop gives you longer to become established on course, particularly if you are shooting the approach with a tailwind.

This maybe a dumb question, but what flight software is he using when he is demonstrating everything? Is it just Microsoft flight sim?

Thank you for this. I’ve been struggling and this was by far the best video on this topic!

Is the voice narration AI ??

Thank you, just did the KRNT to KMMV on the flight sim, not being from around the area it was interesting to see all of the scenery around Seattle and Portland. Ive just done the return flight plan as suggested back to KRNT and hope to get that in today.