One tip, don't change anything because you aren't a mainstream youtuber yet. In about a week when you are, still don't change anything. Seeing and hearing things differently is always welcome.

Wait, this isn't Wendover

@HardHatPat

5 жыл бұрын

No, its far more detailed and well researched.

@parallaxggyt

5 жыл бұрын

Patrick Mason wow you did sam like that

@pacegian

5 жыл бұрын

Hah! 👌

@mingchenzhang3113

5 жыл бұрын

but, its better.

@disco.lemonade

5 жыл бұрын

@@HardHatPat dude, really? REALLY?

Bravo! Excellently researched and presented! I received my pilot's license 60 years ago and spent 30 years as a military pilot and taught instruments quite a bit and am very, very pleased to see the modern equipment as we had it pretty rough in the beginning. Best of luck!

how are your videos not big yet! the quality and research put into them is top tier

@RaymondRChammas

5 жыл бұрын

he's gained 2k subscribers since the last video of his i watched.....35 mins ago. critical mass....like plutonium.....will be had

@PrograError

5 жыл бұрын

@@RaymondRChammas so as legasov said, "bullets"

@billynicholson6509

5 жыл бұрын

Haha very nice! When i put this comment the channel had around 5k subs

@PaulHannan1986

4 жыл бұрын

I was suggested this channel for a while but because the logo looked a bit like a content farm I resisted clicking. I finally did last night and the content is awesome, I suggest reworking the logo in case other people are turned off by it! Great channel though

This is instrument rating for a pilot in the nutshell, great video!

As an instrument rated pilot, I can vouch for the accuracy of all you have said in that if a non-pilot wanted to understand the system, you covered it brilliantly! As a thumbnail run through, you covered every major point with a confidence I wish the mainstream media understood. Second time I have watched this and am still amazed at the accuacy.

Well done and thanks from a former airline pilot....spot on. That said, hand flying an approach in bad weather/zero viability is fun stuff ....amazing to pop out of the clouds a few hundred feet above the ground, to finally see approach lights/runway lights and/or the runway

@ImpendingJoker

5 жыл бұрын

If you are a former airline pilot you should know the final phase of landing is flare and touchdown not, Missed Approach.

@deeanna8448

5 жыл бұрын

I'm still working on trying to land a Cessna 172 in VFR conditions! 😄🛩️

@czdaniel1

5 жыл бұрын

@@deeanna8448 I thought you were going to say, "I'm still trying to land a Cessna 172 in FSX"

@MarcPagan

5 жыл бұрын

@@ImpendingJoker You're conflating two things....flying an instrument approach and landing. It is odd wording..but...the "missed approach" is a part of each and every published instrument approach. Briefing it, is a critical and mandatory part when flying an instrument approach...example...what to do, if we get to 200 feet above the ground, yet still can't see? An actual landing? That's another discussion.....and easy to see how one can conflate the physical landing, especially in bad weather, with an entire instrument approach....which has 4 to 5 parts, depending upon interpretation flighttrainingcenters.com/training-aids/instrument-rating/stage-2/approach-segments/

@mystupidfacebook

2 жыл бұрын

and as a former airplane passenger he completely missed information about missed flight...

Bro, just saw you in my feed, I work at an airport and you have taught me a lot about what pilots have to deal with when they are coming in for a landing. Thank you good sir

@miroslavmilan

3 жыл бұрын

I just hope your position isn’t the Air Traffic Controller :)

Your videos look well researched, at par with the mainstream sci-com channels. Also, they are way more detailed than most of the other channels. Waiting for new videos...

i think this is probably one of the best video that explains instrument approach. This video definitely will help a lot of people getting their instrument rating done. great job.

Best explanation of IFR / ILS on KZread

A brilliant video and one of the best explanations on the ILS! Keep putting stuff like this out!

As an instrument rated pilot, it is very accurate, and every non-instrument pilot and the flying public should watch this; You are on track to be a huge channel with this kind of content.

Your videos are so good, I gave it a thumbs up before watching it!

Keep putting these videos out. You describe things many people are curious about elegantly. I get asked all the time how pilots fly in clouds and you did a superb job of explaining it.

OMG! Thank you! I'm not an engineer but I relate well to technical information. I'm a service manager for a heavy duty truck manufacturer and travel the country (US). It's a rare week if I don't fly somewhere. For the most part, I really enjoy flying, it fascinates me. The information in this video is also fascinating, well done, and explains a lot while answering many questions I didn't even know I had. Thank you again.

Hey- Man, I just love your channel (I JUST found it, btw- I'm a new subscriber). You've got really interesting subject matter and great videos and diagrams that go along with it. VERY classy, high quality stuff!

Great video to introduce folks to low visibility approaches. 3 points to make: 1. The depiction of the location of the GS antenna was not accurate. It is normally located 1000 ft from the approach threshold and therefore its beam will guide the airplane to touch down 1000 ft from the threshold. 2. There are airlines that have OpsSpecs to conduct CAT III, CATII and SA CAT I approaches with autopilot and auto throttle OFF. These CAT III approaches are hand flown with the use of a HUD down to a DA radio altitude of 50 ft with RVRs as low as 600 ft. The flare and rollout guidance is provided in the HUD as well. 3. The flare is not the most hazardous and risky part of low visibility operations. By far, the riskiest part of the flight is the ground operations during taxi! Crews are MUCH more likely to miss a turn or inadvertently encroach on a runway while taxiing in low visibility. A lot has been done recently to mitigate this risk via improved lighting and standardized SMGS low vis taxi routing, but the hazard remains.

@stevenkelby2169

5 жыл бұрын

3. "most hazardous part of an an autoland approach". Still in the air, taxiing doesn't count. Otherwise, you're right.

@sebastiannikkolas8497

5 жыл бұрын

ILS

@venomq2409

5 жыл бұрын

Agreed. On point number 3 I believe one of the most deadliest aviation disasters that was entirely preventable involved a KLM heavy at Tenerife in the Canary Islands. Nice post.

@mikef6307

5 жыл бұрын

@@stevenkelby2169 If taxiing doesn't count, why did the FAA mandate enhanced taxiway centerlines, enhanced taxiway hold short markings, runway mandatory red/whites. SMGCS has a long way to go, years back a SMGCS route was designated by a 12" taxiway centerline, when I retired from the airfield markings team, everyone of our taxiways was 12" whether if it was low vis or not.

@stevenkelby2169

5 жыл бұрын

@@mikef6307 Of course it counts but you were replying to a specific comment in the video, "autoland approach". Taxiing is, by definition, not part of an "approach". That is all :)

Your videos are so good, and your channel grew 18 K subscribers in 3DAYS, that proofs the high quality of the videos alongside the research done and the easy to understand explanations. Hope you get as many subscribers as Wendover production or Half as Interesting (that’s part of wendover btw).

With ALL THE AUTOMATION used now in aviation ✈️, 'hand flown' landings are more of an ART FORM now than ever before!

This is the best video I've found the on the subject!!! Thank you for making this! Also now subbing :)

Very Detailed and informative as all other segments! Thanks.

Great video, I may show my students the first half of this when I get my I-I (instrument instructor) rating.

This video is amazing! You managed to explain everything correctly and very clearly considering this is all quite hard to take in for people who dont know much about aviation - from the basics all the way to CATX approaches. I would just like to add that the autoland system is very rarely used and pilots tend to land their aircraft manually in 98% of cases. Though autoland is used every now and then to check if it is operative depending on your airline's procedures.

This is a great video. Spot on with all the details. I’m currently working on getting my instrument rating and this is a great way to show someone what flying IFR means. You really did your research!

What an amazing tutorial.Thank you sir.

Great video. One suggestion though: get rid of the changing background. It's very distracting.

@austinformedude

5 жыл бұрын

I agree. Its too much

@Chris-ZL

5 жыл бұрын

Worse than distracting. Makes me nauseous. I can't watch it. It's a shame it spoils otherwise good content.

@JOHN16verse33

4 жыл бұрын

Humans must complain! Get a life goosh!

@Chris-ZL

4 жыл бұрын

I ended up putting it at 144p, to reduce the distraction of the animation on this otherwise excellent Video

@Chris-ZL

4 жыл бұрын

@@JOHN16verse33 So you believe we shouldn't give constructive feedback and would prefer a stream of simpering fanboy adoration?

nice, thorough explanation. Succinct, great work! subbed

wow information overload. I may need to watch this video a couple more times just to understand all these landing phases

This video is exceptionally well done , thank you cery very much!!

Thank you very much for this one, very informative.

I am very grateful for this highly informative tutorial. Many Thanks.

Accurate timely info. Appropriate background music and level. Good vid!!!

Great video! Great explanation and well researched. Proud to be a new sub!

Great video man! As a pilot it’s nice to see someone be able to explain things in simplicity with accuracy.

Excellent detail.

Very interesting. Thank you for posting this video.

Really great video!!!! Thanks!

You guys are so awesome, you'll be playing among the big ones in no time!

@NewMind

5 жыл бұрын

Thanks!

Thanks for the informative video.

Great Videos, thanks

Wonderful video!! 💜

As a student pilot, this is very accurate. Great job

Absolutely fascinating. I always wondered how planes did that in bad weather particularly.

Actually started to understand this ILS approach, kept wondering what the heck is a localizer when using flight sims, nice explanation, everything is now clear.

Very well explained!

this was VERY informative

Great educational vid. I learned a lot.😎

Great channel , Keep up this standard and you will be big :-)

LOVE YOUR LOGO !

Excellent information.

thank you mother nature nice skies!!!!

Finally, an aviation video that isn't completely wrong!

wow.. commendable job done guys... this is how education and information video should be presented..

Really good video!

Thanks for the great effort, video full of useful content for people who love aviation but have no idea how things work lol.

Well done bud, you know your stuff

Nice detail in the animations with New Mind livery on the planes!

Also also, some airlines utilize a head-up guidance system (HGS), allowing for manual (i.e. hand-flown, not autopilot-coupled) ILS CAT III approaches to 50ft. These can require FAA special authorization.

Superbly clear, well researched and presented. You’re on my subscribe list. 👍

I'm curious about GBAS now. I love your videos. Thank you

@Markle2k

5 жыл бұрын

It's essentially like putting a GPS satellite on the ground in a well known, accurately surveyed location.

More than good for general audience, maybe more suitable for enthusiasts. Very nice!

@chrisssstoferl

5 жыл бұрын

For pilots that want to get their instrument rating actually

Excellent video, please do more aviation related video's.

Very well explained

Nice video!

I loved the video.

Huzzar! This man speaks the truth!

Airlines under part 121 are required to fly on an IFR flight plan, FYI edit: a missed approach isn't a go around, its a missed approach.

@sil8127

5 жыл бұрын

@Gage 'Missed approach' is just the direction and area to climb to if for whatever reason you do not land. So if the pilot goes around, if tower doesnt give landing clearance by minimums, they will all follow the missed approach procedure.

Very well presented. 👍🏻

Cool channel Sir!

When explaining the glide slope antenna the animation should move the antenna to the landing threshold, it’s not located at the departure end of the runway like the localizer is.

@MrBatsneger2

5 жыл бұрын

lohphat its not at the landing threshold either though, its next to the touchdown point, about 1000ft into the rwy

Very comprehensive

Can't wait to fly some GBAS approaches on X-Plane 12 or FS22.

Well done. Very well done. The quality of the content is much higher than Wendover.

Great video. Challenge... do a video on MLS approaches. The shuttle used it at the shuttle landing facility. There are others... highly accurate, curved flight paths around terrain for example. Microwave landing systems are too cool!

As a pilot this video makes me so happy

Nice Video.

Thanks for showing jet airways final approach

And then there’s the Dash 8 Q400 that can do CAT3b with no autoland and no autothrottle. All hand flown with the HUD.

@bahenbihen

4 жыл бұрын

Ah good old Dash... also popularly known as "dash trash" and "dash crash" by its respective pilots

@McPebbster

4 жыл бұрын

Yes, same goes for the Embraer. Not entirely correct in this video...

@SIMCFI

4 жыл бұрын

McPebbster Pancakes are you talking about the E175? If so, what operator has approval for CAT 3?

@McPebbster

4 жыл бұрын

SIM CFI Lufthansa operates the E190 and E195 with dual HUD up to CAT3a

@SIMCFI

4 жыл бұрын

McPebbster Pancakes ah ok good to know. I only ask because I was told Horizon Air is the first to fly the E175 to CAT3 using autoland.

Dude your videos are amazing and the level of research is great!! How old are you?? also a reccomendation would be to get a better microphone!! Subscribed!

@NewMind

5 жыл бұрын

Thanks, late 30s

1:50 You can add information, that IFR is required over 18,000 ft in the USA due to FAA regulations. Other country mostly have different rule (e.g. in Poland over 6,500 ft we change to QNE and over FL 200 we have to fly by IFR rule)

Great video! One quick clarification. CATIIIb has no decision height, however you must have greater then 700ft (if I remember correctly) RVR, or in other words, how far down the runway I can see. CATIIIc is actually zero visibility and zero RVR, but you can't taxi in those conditions so its sort of pointless and I don't know if any airports are certified to that level. Again, great videos.

@scottwatrous

5 жыл бұрын

Wouldn't a CATIIIc situation be called for when it's a bit of an emergency landing situation say, already done multiple missed approaches and weather is just packing in worse and you have to get down even if you're stuck on the runway?

@embfixer

5 жыл бұрын

Scott Watrous in that situation they would go to their alternate airport and wait out the storm. I don’t know of any airports that are currently certified to CAT3c standards. Both the airplane and the airport equipment must be certified.

@gerardmoran9560

5 жыл бұрын

embfixer is right. The lower the airline (operator) minimums the higher the equipment testing and aircrew training costs is. At Delta we had cat IIIC down to 300' RVR. The lowest I remember landing in was about 500' RVR. Taxiing in on a big airfield with vis that low is difficult and potentially disastrous. I remember several foggy early mornings in ATL when we were landing and ValuJet was diverting since they had higher minimums. For takeoff we needed 600' RVR with high intensity runway lights operating, that was a pilot flown maneuver.

@McPebbster

4 жыл бұрын

​@@scottwatrous In an ACTUAL emergency anything goes. You can land at an airport that only has CAT1 ILS and yet 0 feet ceiling and visibility. If thats the best you can do in that situation (out of fuel, fire on board, etc.) nobody will make a noise. It would be silly to have the floor melting under your feet but the crew says "but this airport isnt certified, lets go to our alternate"

A fun reminder of my own work to achieve the Instrument rating, decades ago. Gordon Baxter (of FLYING Magazine) wrote, "Keep one wing in the sunshine, and keep smiling." He explained it further - "Look at a pilot with both wings in the clouds. He looks very serious ... it isn't fun." I can attest to that....

The dislikes are from Boeing upper managment when they heard about two to three redundant systems, each with their own independant sensors, and proper crew training and certification with a particular critical system.

Great video! Just fyi a CAT II approach doesn't require the aircraft to auto land, it does require the rest of the systems though. Over all though it was very accurate

Highly informative. Which is the background music?

Excellent video's, I am addicted to your video's, you gained over 30k subscribers in less than 2 weeks, makes me happy that lots of people love science , all aspects of your video's are excellent, keep it up.

1 either your really an aviation geek like me and know things well or 2 you did deep research.

We were required to perform an Autoland about each 60 or 90 (?) days, on the MD-88/90, or the shorter "MD", the B-717. A briefing guide was always followed, requiring certain approach and runway lights, TDZ RVR (vis. inn the touchdown zone), crosswind limits, reported braking action, dual operational thrust reversers, autobrakes etc. Until the Flt. Ops computer--on the ground-- began to give us reminders for currency., pilots Very seldom wanted to do any landings except the normal hand-flown types. Note: the "non-precision" approaches were often preceded by pretty rushed briefings: both the type, and the actual approach 'plate' (chart). You could takeoff and not yet know which destination runway was the planned 'active runway'. The more (potentially) hazardous non-precision approaches we flew in the southeastern US from our ATL (Delta) hub were at ROA/Roanoke and especially AVL/Asheville.

Also, in the jet I fly, I've only ever had 1 "seamless" approach (no radar vectors between the end of the STAR and the beginning of the IAP). We (almost) always backup our visual approaches with an ILS (or LOC or RNAV approach in lieu if an ILS) in order to monitor the stability (alignment, speed, and descent rate) of the approach to remain within very strict margins.

6:15 Close. It's not about the signal strength, it's basically matching a phase shift so that it's getting a frequency as the difference which is what moves the needle. It is looking at the shift in phase between the two. Close though, and good enough for most people.

Really well explained! Everything was covered in detail something I wasn't expecting from a KZreadr! By watching this video I felt like I was reading the ATPL books from Air Law and Radio Navigation :)

Amazing video I love aviation Anybody know the name of the music in the background ?

Nicely produced video, but you need to s-l-o-w down the paging background starting at 2:11.

As an FAA Private Pilot (VFR) I found the information an excellent refresher. I wonder if it goes over the head of non-pilots because a large amount of useful info is presented rather quickly. Why was the ILS CAT III C not mentioned, or did I miss it?

5:12 - interesting how on the the middle navigational equipment with a screen, how its based on a flat surface.

does direction line up work in strong cross winds?and auto landing??

Great video! One question... what about those awesome looking landings in windy conditions where the planes land almost perpendicular to the center of the runway? Are they also automated, semi-automated, or entirely manual? If so, I assume it’s only possible with fair amount of visibility. At which point does the pilot take over, and how do they decide if the weather is still conductive to a safe landing? Some of them look really dramatic, but I assume there are strict procedures and limits in place to assess safety, or is it entirely up to the pilot at that point?

@EC-oe9bv

3 жыл бұрын

Those landings are typically entirely manual. A CAT I ILS provides plenty of visual time to transition from a crab (the dramatic difference between the heading of the aircraft and the runway) to a side slip, so visibility isn't a primary concern. In those cases, I generally take manual control early in the approach (outside the IAF) so I can better feel and respond to the wind conditions in the descent. Aircraft and airlines have established cross wind landing limitations, in the case of my aircraft, its 30 kts of direct crosswind (i.e we can land with 30 kts of crosswind or less). We get wind updates in the descent from ATC, and if the crosswind exceeds the limitations, we would execute a missed approach.

My understanding is that most flights uses ILS approach, where the autopilot catches the direction and then trims the plane for the glide when closer. But they switch to manual early on.

You should set up a patreon account, I think there might be Interest in supporting you