How these videos only have 16,000 views is insane. I am a dedicated instructor and I try to learn as much as I can to teach my students. I am amazed at how many subtleties that are still missed that you guys are able to add. Thank you for what you do!

@alessio272

3 ай бұрын

Because it’s very specialized and doesn’t apply to the general public.

When you see the comments section and it’s full of CFIIs talking about how amazing BM is, it makes you wonder why there aren’t millions of views and thousands of comments. BM is my go to when I don’t fully understand something!

I experienced a total electrical failure in IMC, in a Piper Arrow coincidentally enough, and I was able to use my handheld radio to communicate with approach. I declared an emergency and they vectored me to a point from which I could execute a contact approach. Funny enough, they cleared me for it without me asking for it. I guess emergency authority works both ways.

@MelanieinAction

Жыл бұрын

Wow glad you got back on the ground safely! A friend of mine had alternator failure in VFR and ATC declared an emergency on their behalf even though, it wasn’t really an emergency.

Thank you bold method for these ifr lives. Such a great tool.

Great stuff! Always well thought out and presented!

Excellent training videos. Subscribed to your channel and look forward to the next. Thank you. ...coolest intro!

You're actually filing IFR from T/O to the destination airport. We don't really worry about what ATC may or may not work. I'm a II ATP with 6000 hours. Lots of airline work and 135 too. Has the world changed. Good job guys though. Oh, you keep saying that you have so many radios so don't worry. What!!

These are so helpful, thank you!

@Boldmethod

4 жыл бұрын

Thanks for watching!

Loving the live videos, even though I usually am not able to watch them live. Very helpful and a great refresher! Thanks

With modern instrument panels lost comms is very likely going to be combined with lost GPS and lost ILS/LOC, as well as loss of the second nav radio(vor) which is usually combined with the second comm radio. Not many planes still have the old stack of 4-5 independent radios. And like that you are back to dead reckoning, and if lucky a tablet with GPS reception, often tablets have poor or intermittent reception inside the cockpit of a metal high wing aircraft or if they are attached to a metal backed kneeboard. And this is just a six pack upgraded to GPS, a glass panel radio failure may also loose other functions.

You guys are the best..! Tanks..

32:30 This is how I will answer then next “how was the flight” question

@craggslist

Жыл бұрын

Pfft. Everything dies. 👌

Great video, thank you!

Love the channel!

This is what it's about. Alek n Cory Thanks.

Excellent video!

So many bugs flying around your head... Seriously! You guys need to fumigate that studio space! Amazing videos. Huge help!

Thanks for the refresher. This is one of those regs you really need to know but probably wont ever have to use it... I tell all my students "If you don't use it you lose it". Just a case of me not using it and while I got 80% of it good to go that other 20% could be the 20 I need when that day comes. Thanks again!

Excelente.

Why do you use minimum sector altitude on the VFR chart and not the ORCA?

@forrestmunden8306

8 ай бұрын

I was thinking the SAME thing. ORCA is there for a reason lol

@PaulPilot-ke1if

Ай бұрын

ORCA are higher than (MEF) Max Elev Figure found on a VFR Sectional.

What if your vector clearance was "N1234, fly heading 340, vectors for traffic". Then just proceed with what I was told to expect or filed?

@22:38 idk if you say later, still watching, during that electrical failure, did the transponder fail as well so you couldn’t actively squawk 7600?

I’m curious about radio failure because of electrical failure…if you lost your alternator, you are left with battery only for small amount of time…I guess you would shoot approach back to your departure airport?!

How can you file to a VOR or IAF? Seems you’d need to designate an actual airport as your final destination. It can be rough trying to land on top of a VOR! Please elaborate further.

excellent video. Does anyone know if the MEA of GPS airway only has a function of the obstacle clearance? Other than the MEA of VOR airways, the MEA of them guarantees both nav signal reception and obstacle clearance.

@PaulPilot-ke1if

Ай бұрын

GPS MEA is sometimes lower than traditional MEA. You can fly MOCA entire leg if you’re using GPS. You are guaranteed obstacle clearance and signal because the signal is transmitting from an above satellite.

If you don't file to an airport, aren't they going to ask you what your destination is anyway? I've always filed to my destination just because that's how I was taught, but a lot of aircraft I've rented either don't have GPS or don't have an up-to-date IFR database, so I fly using either NAV radios or NAV & DME radios. So when I'm flying a /U or /A equipped aircraft while IFR (without GPS) and I file to my destination (along airways), I just assumed that if I lost comms I'd go to the fix 1 before my destination airport, and then connect to an IAF from there, because I have no method of getting from that fix to my destination airport in a direct manner. Is that correct?

@mytech6779

4 жыл бұрын

No they won't ask because destination is a required field on the flight plan form, the fix is entered as the filed destination. I was taught to file to the airport and use my desired lost comms IAF as the last fix of the filed route. Usually each approach into an airport with multiple approaches will have unique IAFs for each proceedure so the approach desired is implied by the choice of IAF. Also the last filed fix/IAF should be one on an enroute airway so you have no guessing about obstacle clearance in transition to the approach. So my local flights are filed for crazy long zigzags on published routes but the actual flight is takeoff, fly a direct vector to some intermediate approach fix then join final either by vectoring or finishing the procedure from the IF.

Great points in this video. Didn’t hear anything about trouble shooting audio panel, volume knobs, headset, using overhead speaker and hand mic. Otherwise extremely comprehensive and informative video. Well done!

What if the airport you are going into is a bravo? Should you still fly to that airport or peel off for another outside of the primary bravo?

@PaulPilot-ke1if

Ай бұрын

I prefer to peel off to another airport….and land VFR if possible. You will be sqwauking 7600 so they will be clearing your path either way u take.

god im so glad im not a cfi anymore

@PaulPilot-ke1if

Ай бұрын

Why can’t I steer the airplane on the ground with the yoke? Is my plane broke? ;-/

Let’s say there’s no moco and your picking up icing at mea. Could you hypothetically descend below mea, as long as there’s 1000ft of obstacle clearance. I live in phoenix, and flying from let’s say kcgz to kprc. The route will be kcgz direct PXR then v257 all the way to DRK then KPRC. Now with ForeFlight set to 8nm course you can clearly see that it would provide at least 1000ft obstacle clearance. However it’s 1000ft below the required mea of 9000ft. Hence mountainous 2000ft or clearance but if your picking up icing at let’s say a assigned alt of 11000 is not working because of icing and even 9000ft there’s no luck. Could you hypothetically in a loss comm last ditch effort descend below mea I’d you feel it would take aircraft out of icing while at least maintaining 1000 ft obstacle clearance

@KRDD-KMHR

4 жыл бұрын

91.3

@PaulPilot-ke1if

Ай бұрын

Yes. A true emergency. You can do whatever is required. If u stay in the icing, then you’re dead anyways.

@PaulPilot-ke1if

Ай бұрын

Do whatever you need to do in order to survive. Deviating from FARs in a serious emergency is acceptable by the FAA. CFR 14 § 91.3

Boldmethods are best videos I know