Love these bite sized, real world training sessions!
@TheFinerPoints
6 жыл бұрын
FlightChops thanks Steve!
@jasonhurt2356
2 жыл бұрын
Quick reference technique: Take whatever your GS is and add a zero to it and then divide by two and that should be what you hold on your VVI. So if your GS is 200 knots, you add a zero and get 2000, then divide by two and you get 1000 ft/min on your VVI to hold the glideslope. This is helpful if you are changing your speeds based on configuration throughout the approach.
@warren5699
4 ай бұрын
Some pilots don't have GS displayed and besides groundspeeds can change drastically when there's a windshear somewhere along the descent. Why go through that extra unnecessary workload? Every pilot has all that is needed right on the panel - just follow the glideslope needle. That's all an autopilot does with perfect results every time.
@rallyden
5 жыл бұрын
I like your videos. With regards to GS and airspeed control, I respectfully suggest a 180 change from your method. I would trim/pitch for airspeed and throttle for GS. This is based on the excellent text “Aerodynamics for Naval Aviators.” Without going into a long winded discussion, if the plane is ultimately trimmed to 90, or any desired speed, then simply throttle for GS. If high, throttle back and if low, do the opposite. Try it. If stable and trimmed, you don’t even have to scan the airspeed and attitude indicators (But one should still scan it). Flying is then easy. I do this method from radio control airplanes, to all light aircraft that I fly and even the 737 at work.
@Alex-us2vw
5 жыл бұрын
That’s what we were also taught too at my flight school. Pitch controls speed, and power controls altitude.
@pilotandy_com
4 жыл бұрын
That's what I teach my students. Pitch for airspeed, power for altitude. It works for paper airplanes too.
@Barabyk
4 жыл бұрын
Here (UK) it's also the main principle for visual flying and non-precision approach, but for ILS it's being taught in reverse by many instructors.
@MasterCarguy44-pk2dq
4 жыл бұрын
Military and civilian training I got was pitch/trim for speed then throttle for altitude control on the gs.
@MasterCarguy44-pk2dq
4 жыл бұрын
If you pitch for altitude it causes all kinds of other possible issues, chasing airspeed or altitude and now your distracted which = "dear so and so, I regret to inform you that your son/daughter hit a tree/building etc, basically CFIT. An unstable appr can pop up quickly and then your behind the airplane.
@doggyboy8306
6 жыл бұрын
I really like your teaching style. Stopping the video to talk about some key points and then getting back on...
@TheFinerPoints
6 жыл бұрын
Thanks!
@paulwilbur7821
6 жыл бұрын
Thanks for being so calm. Your positivity towards your student goes along way. I liked what you said about the glide slope, “ the situation might be a little different but this will be darn close”. I also find that 90 with 500 ft descent may not be perfect but it is pretty darn close. - keep these going! #TFP
@TheFinerPoints
6 жыл бұрын
Thanks Paul! I will keep them coming
@LTVoyager
4 жыл бұрын
It is only close because the wind is seldom calm. So, you need to adjust for the fact that at 90 IAS your ground speed will rarely be 90.
@fricky172
3 жыл бұрын
@@LTVoyager True, but this is a great starting point to build upon. GS x 5 = approximate VS Helps adjust to other conditions. And of course wind layers change during descent too.
@NiccolaiStCroix
6 жыл бұрын
You do such a great job instructing. I'm working on my CFI now so a lot of your videos have been a huge inspiration for me. Im so glad I stumbled across your channel! I really enjoy your teaching style and the way you make a lot of these techniques and maneuvers look easy. I wish more CFIs had your level of passion. It is obvious you love what you do. Keep up the good work, it is truly appreciated!
@TheFinerPoints
6 жыл бұрын
Awesome Niccolai! Thanks. I'm glad you found it too
@Amerikanin2numarali_ustasi
2 жыл бұрын
90 kt is 546840 feet/hr (being 1 nm=6076 feet) 3 degree descent than Tangent(3)=0.0542 now multipy 546840X0.0542=29597 feet/hr descent to convert this to feet/min we need to divide to 60 29597/60=493 feet/min. GOOD LUCK! (not exact calculation but close enough)
@jwills8606
6 жыл бұрын
If this is her first approach, she is VERY good. Beyond very good. Great instruction, too.
@TheFinerPoints
6 жыл бұрын
James Wills thanks James, yes she was doing great!
@ProfSimonHolland
6 жыл бұрын
One of the best Gide slope tips.
@paolo4277
2 жыл бұрын
Omg your tail number is N106RA, the Skyhawk I fly at KTMB is N107RA!
@garyreed2206
6 жыл бұрын
This was posted 3 months ago, just hoping you got the left fuel indicator fixed by now. 👀
@brucewilbur2586
5 жыл бұрын
Your instruction and presentation skills are the best.
@lopesanderson19
5 жыл бұрын
Her radio communication skills is just flawless. 😮
@VictoryAviation
3 жыл бұрын
Scrolled down to check before posting this exact same thing. You read my mind. She did great!
@messianichebrewshawnkawcak1550
3 жыл бұрын
This technique is good for IFR because you maintain your maneuvering speed to prevent stalls and sudden drops from turns on to stay on the ILS.
@SomaFlly
4 жыл бұрын
do these speed values work for my flying boat/warship/fighter/attack craft?
@captstevetests
3 жыл бұрын
You just come across as a best friend. Wish we lived closer. I'd love to have you as an instructor. If you ever get to Cape Cod....
@JohnBaleshiski
5 жыл бұрын
This is an old thread, but seriously, how do you only have 27k subscribers? I wish I was in CA so I could take lessons from you. Your content is outstanding, informative, and well produced! You might be one of KZitem's best kept aviation secrets, haha.
@flywithparth920
5 жыл бұрын
Loved this video. I’m 4flights into my ifr training . I am still struggling with maintaining proper glide slope. I’ll try this method tomorrow in my flight and I’m pretty sure it will work. Thanks for the video :)
@topofthegreen
5 жыл бұрын
this is one of my favorite videos, you make it look so damn easy.
@tm-uz7md
3 жыл бұрын
I was taught to maintain the same sight picture from 10 degree flaps thru final. No need to look at the instruments. The speed takes care of itself.
@AlicesWondereland
2 жыл бұрын
Oh yeah VFR, all day. But I think here they're referring to IFR landings.
@invertedflatspin9676
5 жыл бұрын
I wish my IFR instructor was even half as good as this instructor is. Although I finally received my rating, I learned that by watching videos like this, I received more knowledge from the videos that I put into practice from videos like this than from my actual former instructor. Thanks so much and please keep making these videos.
@TheFinerPoints
5 жыл бұрын
Thanks for the compliment ... and ... sorry to hear you had such a bad CFI. I'm glad I could pick up some of the slack here, will definitely keep making these videos :)
@paulmcphie1596
4 жыл бұрын
Sorry, attitude controls speed and power controls the rate of climb/descent in a prop driven aircraft and 5 times the GS or even TAS roughly gives you 3 degrees.
@jimziemer474
4 жыл бұрын
Paul McPhie Glad someone here understands how an airplane works. The instructor in the video sure doesn’t. It’s apparent that the CFI in the video would not be able to explain why a plane climbs or descends.
@paulmcphie1596
4 жыл бұрын
@@jimziemer474 Don't be too hard on him as it's a bit of a chicken and egg argument. When I'm driving an aircraft with a few more kilos and engines I use him method for subtle changes/corrections.
@DM-hd4xm
4 жыл бұрын
Paul McPhie Hey Paul, your statement is partly true, however if Pitch is to remain CONSTANT, only Power will change the speed in steady air, if you ever fly an aircraft with auto throttles you will notice constant movement of them in order to keep speed the same.
@Tom28770
4 жыл бұрын
I can still hear my instructor’s voice from too many years ago while flying an approach “pitch for airspeed. You’re a little under the glide slope, add a touch of power until you capture it”. Still works for me.
@witblitsfilm
4 жыл бұрын
Pitch for speed, power for descent/climb is the way I was taught, until the transition zone near the runway threshold where you start pitching to arrest descent and powering back to reduce speed and lift. Under glidescope add power, over glidescope reduce power is our preferred way?
@copkhan007
5 жыл бұрын
An Just like that a VFR pilot learned something very important about IFR flying👍👍
@joeds3775
2 ай бұрын
Always useful
@sixtiethofasecond
Жыл бұрын
Ok, I'm about four years behind this release so I guess nobody is there? I'm practicing for my UK IR(R) and will play with this technique but I noticed the descent was happening without flap. At what stage would you apply flap? Would it be close to minima around 600'? Sane question for gear down - I'm currently in an Arrow. Thank you.....
@Richard-ib3kp
2 жыл бұрын
The main thing I would keep in mind is there is a particular power setting that will produce a certain decent rate. Like in the video he references 1700 rpm. You have to have a general reference whether landing visually or flying an approach. A good rule of thumb is A/S x 5= VSI(rate) 450fpm. This will keep you on the g/s. Pitch for airspeed, adjust power for glide. IMHO.
@stealhty1
5 жыл бұрын
Good technique ,,we were told to control air speed with pitch and altitude with power
@jimziemer474
4 жыл бұрын
stealhty1 What you were told is correct. An aircraft will climb or descend due to thrust. (In a standard atmosphere excess thrust will determine an aircraft’s absolute ceiling for a given weight.) Changing pitch will change AOA which will change airspeed and the thrust required. So no, this is not a good technique. This video is garbage.
@TheFinerPoints
4 жыл бұрын
@@jimziemer474 Garbage? The reason you pitch for the VSI on a Glide Slope is because the response is immediate, instantaneous. The airspeed indicator lags way to much. The signal is extremely narrow. If you try holding a glide slope by pitching for (or trimming for) and airspeed you will lose the needle I can almost guarantee it. The airspeed indicator lags waaaaay too much to make this effective. Not only are you responding to very old data, the response inputs take too long to manifest in change.
@alexhackler8166
4 жыл бұрын
The Finer Points sorry friend, but I think you have that backwards! The VSI in a plane like this has a lag of ~5-9 seconds whereas the ASI responds almost instantly.
@taytayflyfly7291
4 жыл бұрын
@@alexhackler8166 The vsi does lag but that is not what is being discussed, you need to know this on a deeper level to understand. The asi responds slowly to power changes, where a pitch change will have a much quicker effect on rate of descent. Yes, the airspeed is an instantaneous measure where the vsi takes a moment to read accurately, but that's not what he's talking about.
@alexhackler8166
4 жыл бұрын
@@taytayflyfly7291 Except that if you read the message that I responded to that is exactly what he is saying. In terms of trying to hold a glide slope the Vertical Speed Indicator is effectively useless beyond confirming with other instruments because you're looking at what has happened 10 seconds ago. It's fine to use it to get set up at an appropriate descent rate but in terms of holding that glide slope you need to look elsewhere. The Air Speed Indicator will tell you about any change in pitch almost immediately regardless of if that change in pitch is from a power change or just a control movement. Source - Also a Flight Instructor
@dkluempers
4 жыл бұрын
Excellent video. If ever wanted to go go back and get instrument rated I would love to have this instructor.
@Skyhawk656
4 жыл бұрын
I'm just 1 month away from starting my IFR... Super Excited!
@danblaize5742
4 жыл бұрын
I dunno, I like trimming the 90knots once you slow down. Once that’s good I only have to find the power setting that gives me the 500ft/min descent rate.
@Made_In_Syria
6 жыл бұрын
I have been flying quite a few ILS approaches over the last few weeks as part of IFR training. This really helps me make the approach more systematic and less of a guess work. I have an amazing CFI but being able to watch somebody do it from my couch is pretty helpful. Thanks !
@TheFinerPoints
6 жыл бұрын
BOOM, that's what I want to hear, awesome! You're most welcome
@TheFinerPoints
6 жыл бұрын
Hi Omar congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
@THRASHMETALFUNRIFFS
2 жыл бұрын
Sucks Trevor Jacobs didn't know this, he could of glided to Santa Inez, flew over and landed
@johngleason8619
6 жыл бұрын
anita is a great sport--but she is also nailing it!! the pause to focus and circle the indicated gauges with emphasis. like how the focus on that will hold the ILS needles like magic. I will hear your voice now in my ear 'power for 90-pitch 500..' #tfp
@adamcohen2310
2 жыл бұрын
So my CFII never had me hold the specific speed. The CFII taught me to intercept and then look at my airspeed, divide by 2 and then multiply by 100. That was my VSI target. So 100KIAS is 500 on the VSI.
@rleaf42
Ай бұрын
Your the best!! You actually explain very simple, easy and effective..Thanks!!
@RobtheAviator
3 жыл бұрын
Left fuel gauge showing zero at 1:21. How about teaching students about 91.205 required equipment! Just kidding, I like to be an Internet cfi. Those cessna fuel senders are flaky as hell. Great video
@azcharlie2009
2 жыл бұрын
I didn't hear anything about flaps. I have heard to use at least one notch of flaps, or even two. If you don't, how can you slow the airplane to final approach speed? I remember distinctly my IFR examiner warning me not to try to reconfigure the airplane that late in the approach. I know you can still land with no flaps, but should you?
@JohnVanderbeck
Жыл бұрын
I only fly in the sims, not real world, but its amazing how "easy" this can seem under VMC but the same thing becomes super difficult under IMC. Its interesting that she is training with goggles that don't let her see outside. I've made dozens of ILS approaches in MSFS but in every case they were under relatively decent weather. Last night I was trying to shoot an approach in KBOS at night, in a solid cloud bank. I could see nothing but black around me and boy did I screw that up so bad it wasn't even funny.
@FISHH00KS
3 жыл бұрын
After watching this, I tried the 500 fpm/90 kts trick with a 15 kt head wind and nearly killed my wife and two infants. Then I flew the opposite direction and almost killed them again! This doesn't work!!!!!!!!!!
@habu7176
2 жыл бұрын
1 to 1.5 NM before final. It's 10' flaps, mixture rich and landing lights on. Are you using power to keep your airspeed at 90 kias with the flaps in. I can't clearly see if 10' flaps are in. Thank You.
@budjeansonne4482
3 жыл бұрын
So we're flying a Cessna 172 down a glide path on final approach at 90 knots (103.5 mph) which is 43 knots over Vso and over the flap operating speed with no flaps extended. Good luck trying to land that and stop it
@bradwernke2770
2 жыл бұрын
Sorry I’m commenting as I watch the video. You shouldn’t have to “pitch down” to fly the glide slope. You should already have the aircraft trimmed to 90 then upon reaching the glide slope, simply reduce power and the aircraft will naturally descend. It’s very important to know what power settings give you specific descent rates.
@jmitterii2
Жыл бұрын
Landings and just keeping control of speed... what helped me: Pitch for speed. Power for altitude.
@kevindennis9227
3 жыл бұрын
Confused slightly, maybe I'm off. You say pitch to control vertical speed and power to control airspeed. That is opposite what I was taught. Pitch controls the airspeed and power to control descent. I keep hearing my instructor saying "pitch for 70"
@jamesward6503
3 жыл бұрын
You said 90 ground speed, then 90 air speed... Power back, pitch for Vfe so you can drop a notch of flaps, power for decent rate, pitch for airspeed. 3 deg. glide slope. 90 and -500 fpm is a good starting point...
@spuriousjohn6720
2 жыл бұрын
When in the service I maintained ILS and other NAV aids. Then I started flying and using ILS. Much easier to maintain them!!! LOL..
@fuffoon
2 жыл бұрын
The camera angle made it look like she's banked right 5 degrees and I keep craning my neck to straighten up. After watching Oshkosh videos my neck actually was sore. Weird habit.
@DavTen10
Жыл бұрын
Why not trim the airplane to fly level at 90knots then reduce power 500 rpm, you'll get your 500fpm decent. The set up in my humble opinion.
@kkvmach
2 жыл бұрын
I was getting certain type of trained students coming to me for check ride prep, I was wondering why they pitch up for glide slope . I was looking for those instructors who train them and I want to ask you from where you read this type of training in the book ? Why you want to teach this wrong type of training and make unsafe pilots ? This type of training I see in students are going for stall chasing the glide slope all the time . When you pitch for glide slope what happens to ground speed? When you set the trim for airspeed , it is set for 90 knots . And now you want to destabilize one axis and then making power changes will destabilize another setting . Your method destabilizes more than one setting . This training is acceptable when you have automation but not on god dam 6 pack. I have to correct the students for the wrong training they received. Please prove me where you got this info and is it legit . “ Pitch for airspeed power for altitude “
@azcountry6064
2 жыл бұрын
Is that formula, 90 kts and 500 fpm to maintain a 3° GS, relatively consistent across light GA aircraft❓
@robertgentry9436
2 жыл бұрын
Totally agree that this video is confusing. Even to his student. The tried and true method is Trim for airspeed and use Power for vertical speed on an well established instrument approach. Yoke movement for quick corrections. Otherwise you are chasing needles and there is far less stability in the approach. It is true that it is a combination of all three but I respectfully disagree with the method in this video being the best or what most pros use. With retractable gear it’s nice to get set up with trim and power and simply drop gear at the FAF to follow the GS. Knowing the numbers for your particular plane and adjusting to weather conditions at the time is key.
@hotrodray9884
6 жыл бұрын
Excellent. I've only seen a couple of your videos but you're very good. One of my pet peeves is a 5,000 pilots sawing on the yoke in turbulence trying to keep the wings level.... Pilot induced oscillation makes me sick. Hope you cover that sometime. (Comm since 68)
@TheFinerPoints
6 жыл бұрын
Thank you! 🙏🏻
@bradwernke2770
2 жыл бұрын
You’re forgetting trim..set the trim to 90..another important lesson instructors are failing to properly teach students is how to use trim. Too often I’m teaching my FOs how to properly use trim and what trim does
@busboy3943
4 жыл бұрын
Superb teaching skills and videos. My one comment would be to lose the cell phone. Constant distraction. Think lead by example, focus on the task at hand. Be explicit about it. Before Start Checklist: cell phones - airplane mode(!) and in pocket. Your student will then know to do so when she eventually takes others flying. No distractions!
@martinhertz5986
3 жыл бұрын
Actually at three degree glide path, 1.5 nm/min ground speed is 450 vsi . Nm/min(pitch)
@Sifo_Dyas
2 жыл бұрын
Oh I hate this. Just when I've gotten it drilled in my head: pitch for airspeed/power for altitude. Now he tells me pitch for vertical airspeed.
@jacobmunning9972
6 жыл бұрын
Thank you for making videos that help us pilots each and every time. I’m am just starting to learn IFR and can not wait to use this tactic on my next flight. #TFP
@TheFinerPoints
6 жыл бұрын
Hi Jacob, congratulations! you are on the short list for winning the December Flight Chops contest --- yay. What I need you to do is email me at jason at learnthefinerpoints dot com and I can fill you in on what's next
@patrickpowell2236
4 жыл бұрын
Thank you. It's rare to find real training tips on youtube that aren't filled with stupid disclaimers.
@reyesben
4 жыл бұрын
Newb question. Does that only work for a Cessna? I’m just wondering how larger faster planes stay on glide slope? If there is a 15 knot headwind would you hold 105 Ground Speed?
@moriver3857
4 жыл бұрын
Holding a glidepath or glideslope is a matter of power management. Small or large airplane and even rotorwing, though in this case is power/torque management. Nice vid.
@danwonders9403
4 жыл бұрын
I only have positive things to say about your instruction style and content. I am an ‘old’ airline training captain and checkpilot who decided to get back into GA instructing. I found your videos and enjoy the reminders they give me. My comment is this; maybe you touch on this with your students, but 500fpm at 90kts ground speed is actually off. (It is a good starting place, and maybe that’s all you want them to know at that point). In a Cessna you can get a way with it. But, if you teach “half the ground speed, and add a zero” that will be nuts on at any speed. So if your students transition to jets, or even faster light twins, a 140kt approach is easily calculated to 700fpm, and so on. Keep up the great work.
@danniem
2 жыл бұрын
2:10 "You do want me descending?" Ummm . . . yeah . . . that's what 500 feet per minute descent that he's been telling you to maintain on the indicator means.
@seashorelineone
2 жыл бұрын
Thanks! In the Navy/Marine Corps, we call it the “Gouge” 😆
@pedrosura
6 жыл бұрын
What a great video... congrats.. Here is another tip... Fly to Every Runway like there was an ILS approach servicing the runway (e.g. descent rate GS(kt) X 5 in ft/min). Most videos I see on KZitem the pilots approach "too low" and plan to touchdown on the numbers (is anyone paying cash for that?). So, they are on glide path, chop the power, increase their descent rate and the flatten the approach to touch down on the numbers. The sight picture is completely off and the flare provides little aero braking since the flight path is so shallow.
@TheFinerPoints
6 жыл бұрын
pedrosura thanks! Agree about touchdowns on the numbers, why? As long as the wheels are down in the first third or at the latest by the halfway point I’d rather see a pilot keep the altitude to potentially glide in the event of power failure
@pedrosura
6 жыл бұрын
You are welcomed! Great channel. Really good topics and superb instruction. Well done..
@amumumu
6 жыл бұрын
Amazing video! It really helped clarify some doubts I had. Thank you!
@TheFinerPoints
6 жыл бұрын
amumumus you're welcome!
@Skyhawk656
4 жыл бұрын
I’m only practicing in the sim right now, but I’ve been trimming for 100, then after I capture the GS I power down and let power control my descent. Is this poor technique?
@khangvutien2538
2 жыл бұрын
Funny… instinctively I’d fly rather the attitude indicator and have a glance from time to time to airspeed and vertical speed.
@rackum44
4 жыл бұрын
I thought in a Cessna the landing speed is 70 how do you maintain 90 airspeed with the flaps down and pitching 500 feet a minute. I'm not a real pilot but I do fly flight Sims
@pilotandy_com
4 жыл бұрын
Pitch for airspeed, power for altitude. Works in both VFR and IFR.
@GavinSteiner
4 жыл бұрын
Awesome! Thanks so much for this. It's a tool I'll be using often!
@mattcu77615
2 жыл бұрын
Great video and content. That oil pressure needle got my attention barely a minute into though. ;-)
@v1rotate391
Жыл бұрын
Great way to make someone chase the VSI. Would love to see her in action partial panel. It will be a roller coaster
@hmort55
4 жыл бұрын
For a standard 3° glide slope just take half your airspeed and add a zero. It'll put you in the ballpark and is easy to adjust from.
@MasterCarguy44-pk2dq
4 жыл бұрын
Ok the way you explained it makes no sense at all. Not good. 45 kts, (half the spd in this vid), and now (add a zero 0)????? So I want 450 kts? No.
@hmort55
4 жыл бұрын
@@MasterCarguy44-pk2dq Ok I didn't state "rate of descent". Half of 90 knots is 45. Add a zero to make it 450 and use that for rate of descent. 450 feet per minute. I also didn't state you'd have to add or subtract from that based on what the wind is doing to you. The whole video was talking about rate of descent. I thought most pilots could figure that out. Guess I was wrong.
@JeromyReimer
4 жыл бұрын
Thanks for this tip. I was having a hard time figuring out a descent rate for my speed in my head. This really helps.
@MasterCarguy44-pk2dq
4 жыл бұрын
@@JeromyReimer you should never just figure it out in your head. That's how people die. I can go from walk around to airplane start, taxi and take off in my head but I use a "checklist" and write everything down, everytime. Forgotten checklist items have caused many many accidents in the last 65 yrs just in the US alone.... Also, do not rely on technology more than 65%. Raw data and knowing what to do with it is your best friend and will save your butt. Infact technology has proven that today's pilots are more lazy and likely to miss things than us old school guys that used 65% raw data w/steam gauge and partial glass vs full glass in the flight deck. Pilots that hand fly more are 70% safer than those that do not very often.
@MasterCarguy44-pk2dq
4 жыл бұрын
@All_Roads Gotta bait the 90% of "know-it-alls" on StupidTube,
@Juliette_4
5 жыл бұрын
excellent teaching. Almost as good as FlightChops
@happysawfish
4 жыл бұрын
Joann Somers: oh lol - wrong wrong wrong! Nobody but nobody is as good as Chops . . . at being Chops : )
@Zuckerpuppekopf
3 жыл бұрын
What, you don't just roll dive to lose altitude and when you're just about to hit Vne pull up until you stall off to Vfe and throttle in?
@darylgreaser591
2 жыл бұрын
i was taught to use 10 degrees of flaps in this Cessna for the same approach... thoughts?
@MasterCarguy44-pk2dq
4 жыл бұрын
90 kts/500 fpm, sure but only in a 172 or archer.
@cyriaquecharles
2 жыл бұрын
Remember to you rudder for small directional changes.
@jpsalis
6 жыл бұрын
If the landing speed of a plane is 180 knots, will it land at 1000 ft/min?
@TheFinerPoints
6 жыл бұрын
Yes, pretty much if the descent angle is constant. The actual numbers are 478 fpm at 90knots and 956 fpm at 180knots
@daytonasixty-eight1354
6 жыл бұрын
Refer to the chart in the TERPS. You should look at the approach plates first though and see what the glideslope is.
@BobbyPilot
6 жыл бұрын
Jason, you say “...If there is no wind, this is your glide slope”. So how does wind affect this secret 90/500 rule? Been following you for years, great stuff, appreciate it. - Bobby from KC
@TheFinerPoints
6 жыл бұрын
Thanks Bobby! Well it's always based on a 90knot ground speed, if I said "no wind" I meant that it will only equal a 90 knot airspeed in a no wind situation. Thanks for following along!
@ekkehardg.9851
6 жыл бұрын
I guess the missing link is: Aa a rule of thumb 5 x GS equals your descent rate for a 5% (3 deg) Glideslope. Thinking of that... No wind, 90KIAS => 90kt GS => 450fpm, 10kt head wind, 90KIAS => 80kt GS => 400fpm and so on...
@jakeski3142
4 жыл бұрын
@Bobby When you’re getting a 20kt headwind you won’t hold the glide slope 90kias and 500fpm descent.
@gramparob
Жыл бұрын
Secret to holding the glide slope? Use the autopilot…. LOL.
@coolas21
6 жыл бұрын
Thanks so much for these great videos. I’m a new CFII and have already been using a lot of little tips I get from you to help teach.
@TheFinerPoints
6 жыл бұрын
You're welcome Luke! That's great to hear, I'm glad you're getting a lot out of them.
@thomashudgins8328
Жыл бұрын
Does this power setting work with a piper pa 28 161 cadet?
@MrAlfisti21
2 жыл бұрын
Why the hell doesn't this channel have way more subscribers? I am not a pilot yet, only had an intro lesson but I totally get all of those points. They even improved my flying on the Simulators
@Tom-tk3du
4 жыл бұрын
Great tip. Curious to see how it varies at airspeeds below 90 kts, which is above my Vfe.
@mattolmstead6150
4 жыл бұрын
Yeah me too, for me my landing speed in a 150 is 65 to 75 kts
@srtcty9126
4 жыл бұрын
Hello Jason, i learn alot from you, thank you for sharing your experience with clear explanation. I see your videos lately because i am newly into aviation but isnt it “ Ground speed x 5 = descent rate and DME distance x 300 = descent height “ one of the basic thumb rules ? Why no instructor in youtube mentions it i am confused.? Do i miss something ? Is it only for mrjt airplanes?
@sting7167
6 жыл бұрын
Ok I seem to be the only one who noticed this, but what is up with the left fuel gauge at around 1:15??? Y'all ever get that looked at? lmaooo Edit: I wasn't the only one!
@Barabyk
5 жыл бұрын
Sting716 it's Cessna thing :)
@niklaspilot
5 жыл бұрын
Yeah I have that all the time when flying my C172SP...
@kylekendall1587
5 жыл бұрын
Man Jason such an awesome tip! Thx again for what you do!
@turboromy
2 жыл бұрын
I started IFR training but couldn't continue decades ago. I clearly remember my instructor told me to use power to control vertical speed which is exact opposite of what you said. I'm most likely not seeing a bigger picture and only remember smallest detail. Just curious if there are situations to use power to control descent rate.
@douglanders5558
2 жыл бұрын
That is the correct method for slow flight, much of which is taught under the hood, or should be. It is very stable and reliable. Attitude = airspeed, and power = vertical speed, or altitude, depending on the goal (climbing or descending) or maintaining current altitude. He's saying that the power change has a longer delay in the glideslope correction than using pitch. So if you reverse it and use the faster pitch correction the, then you can adjust the airspeed with power and stabilize the approach with a potentially faster response. Personally, I prefer the former, since I fly that way for any slow flight and slow or dragged out pattern work having to follow planes on very wide patterns. If you're used to controlling the plane that way it can work out well. If you aren't, it may be easier to follow this approach, no pun intended. It's worth trying it out, regardless, and see which one fits your flying style. I tend to like the original style I was taught since it meshes with what I've been used to for over 30 years. I will give this a try to see how it compares.
@lancedixon8487
6 жыл бұрын
you helped me pass my test, not the check ride, thank you so much
@TheFinerPoints
6 жыл бұрын
Excellent Lance! Congrats, that makes me happy :)
@MasterCarguy44-pk2dq
4 жыл бұрын
I understood this, Omg!!!!. No wonder I got barely 1/2 the way through my IFR training and quit, terrible instructors that were all about focusing on their airline future than me.
@MasterCarguy44-pk2dq
4 жыл бұрын
I am a little slow but big with hands-on training. I could read until blue in the face but it won't make any sense unless I do it 5, 6, 7x. My book/wrote memory sucks, but my hands on doing-it memory is great. I hate how that is. To bad I am out of $$$ 😞. I could have gotten my CPL and been doing what I wanted by now, get paid to fly passengers.
@happysawfish
4 жыл бұрын
@@MasterCarguy44-pk2dq: You hang in there, soldier! That's an order. What part of the world are you? I know a lot of instructors who might work with you.
@waynesilva3129
2 жыл бұрын
If you only get one thing out of these videos. Then the video was worth it.
@CCAGENT008
2 жыл бұрын
Pitch for speed, power for altitude.
@nidurnevets
4 жыл бұрын
Excellent video. I worked toward my Instrument Rating some years ago. I wish the procedures had been broken down into such a practical way.
@bradwernke2770
2 жыл бұрын
And for those curious, in skyhawks, piper warrior/Cherokee’s (most normally aspirated fixed gear aircraft) 2100 rpm’s and proper trim will give you level flight at 90kts in landing configuration. 1900 rpm’s when you reach the glide slope will give you about 500 fpm descent at 90kts. Don’t pitch up or down!! If you get low increase power, if you get high, decrease power (small adjustments only)
@MagnumMike44
2 жыл бұрын
Quoting from 4:31: "A 90-knot ground speed and a 500 foot per minute descent will almost certainly hold a glide slope." - Gotta be careful, you have to take some factors into consideration, this works for a Cessna 172 under the weather conditions seen in this video, but it may not work for a larger GA aircraft and will certainly not be suitable for a Cessna Citation. 🙂
@derekec
2 жыл бұрын
Writing more for myself: Now a rusty pilot and part of it was my constant frustration, distraction and yes stress over the Pitch vs Power question. I was so tired over my lack of confidence in "which one to control what?" is best. I was ace at holding a GS or so I was always told but inside I fought demons always wondering how to do it best and I think my ability was in my reflexes to catch it quickly and often used both controls. But that is a lot of distracting workload in IFR. I got better but now rusty I THINK I recall this: 1) of course never forget one affects the other 2) Know my power/trim settings to set up the trend 3) If I use the theoretical (I'll call S&Rudder) "Power for altitude" thinking, I'm gonna sink right through the GS I was getting back down to unless I anticipate and power back up early because reducing power doesn't automatically stop the descent at the GS (vice versa for climbing back up). AND I may be doing this behind the power curve where inputs will be even wilder. In other words, I think in the end it's BEST to think SMALL CHANGES with STICK - it's a faster correction and more forgiving than power changes (where getting behind the curve can be fatal). Use S&R to set up the approach but stick for the small altitude changes. Once back on GS IF speed is changing (likely will not once settled in) then power adjust to compensate. It goes against what we are taught for S&R skills but really, that's for setting trends and not small changes otherwise you end up "chasing the needle" and becoming distracted. 4) ALWAYS remember if too low/too slow Peddle to the metal and lower the nose - in other words remembering the power curve and Wolfgang's Stick and Rudder theory comes back to save the day - you can always go around. Also, classic Wolfgang's S&R skills are critical in slow flight and when behind the power curve but at cruise or anytime there's lot's of momentum and airflow going, I'd fix altitude with stick first then set trim and power because varying power 'first' sets up a new trend and I'd end up fiddling sometimes my entire flight to try and get it right leading to exhaustion. Of course, for MAJOR changes, always remember to use both as one does affect the other. In time it become second nature to do both.
@colinrasmussen9470
4 жыл бұрын
Glide slopes are not set up based on ground speed or foot per minute per se. They are set up on a descent angle. 737's don't fy approaches at 90 knots.
@quantumtacos
3 жыл бұрын
A decent angle IS a ground speed and a decent rate. That's the whole point. A 737 at twice the ground speed will also have twice the decent rate.
@apromero911
2 жыл бұрын
I'm a fan of 5 times your groundspeed divided by 3 times your glideslope (5 * groundspeed * glideslope / 3), more easily expressed as 5/3 * ground speed * glideslope or 5/3xy. 9 times out of 10 the glideslope calculation cancels out to 1 since 3 degrees is the standard but with some quick rounded mental math it gives you the ballpark descent rate for any glideslope you may need. This formula has application for enroute climbs/descents as well as various other times where you might need to maintain a particular slope.
@fobypawz418
3 жыл бұрын
This is great but I tried landing a 747 in the simulator and the 165kt IAS approach at 18,000ft seems to be much less than the actual Ground Speed, and then when I do reach about 1000ft above ground, the GS has slowed to almost the same as the 165 IAS. How do I compensate for the constantly changing difference as I try to calculate the feet/mind descent rate?
@psblad2667
4 жыл бұрын
When straight & level - trim for that particular speed to maintain alt. (Scan the panel) When it comes to reduce speed and alt, that is when the glide slope needle begin to drop, - just power back a bit and the airplane will begin descent by itself, you don´t have to touch the yoke.(Scan the panel). Adjust in small increments, the throttle until you reach either 90 and/or 500. Now you can make the small adjustments with the elevator trim and the throttle. (Scan the panel) .The plane will follow the slope fine and you can concentrate on the localizer and the timer and minimum desc. alt. In your mind you go through the missed approach procedure. (Scan the panel). Make the best landing of your career ! (Or perform MAP). /Peter CFII
@sgd5k292
4 жыл бұрын
Right on with the trim...to me one of the most important controls for precision approaches, VFR or IFR.
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