"music"
Hey MzeroA nation, Jason here, I want to take you inside
how I brief an approach plate and then in part 2 of this video
we're gonna go out and fly that actual instrument approach in
23MZ as well. But let's go ahead and let's get started
briefing the approach plate. First and foremost, briefing an approach plate
starts on the ground. If you wait until you're in the airplane
hurdling towards the initial approach fix, you've waited too long already
Briefing an approach plate starts on the ground, you can re-brief it in the air and I do
that and you'll see that in the part 2 portion of this video, but I brief
every possible approach that I can fly for the airport I'm heading to
in addition to my alternates all on the ground. And here's how
I do it: I'm doing this in Foreflight and I like to use the
annotations feature. Let's go ahead and let's start at the top here
Yes, this is the RNAV GPS runway
36 and yes this is into the Ocala Airport. You'd be amazed the amount
of students and CFII's alike that will open up
runway 36 at a totally different airport. There's
a lot of, for example the Marion County and the Williston Airport both
have runway 523, they're within 10 miles of each other. It's very easy to pull up
the wrong approach plate. Confirm you have the appropriate plate
Over now to my approach course. I'm highlighting the essentials here
my approach course of a 004, I'm just briefly looking
over my touchdown zone elevation there of 80 and 89
I'm also looking are there any take off and alternate minimums for
my airport, for this approach, that applies to me.
If you look deeper into this though, we're talking about CAT C, CAT D visibility
we're talking about a lot of things here that don't necessarily apply to me
there. What kind of lighting will I looking for? I'm looking for
Malsar lighting, my missed approach I'll highlight that as well, we're going to show
you a different way we're gonna display it here in just a bit.
Continuing down when I'm flying I need to make sure I grab the ATIS well ahead of time
Also when I'm flying, I'm sure I'm already talking to JAX approach
but if I'm not, I'm thinking ahead of the airplane. There's a high probability
I'll be on 118.6 next, it looks like.
If I'm already talking to them, Ocala tower is my next frequency.
I'm getting that plugged in there as well, and I'll highlight ground, just so I have it. So I have
my essential frequencies. Continuing down,
depending on where I'm coming from and how I'll be approaching the airport
let's just say I'm just coming on in from the South here, so I'm
probably going to use TALZA. From TALZA I'm going to fly to
FIBUS and then I'll be over here at runway 36.
Highlighting the fixes that I'll be using. I can also see that
at TALZA I'm holding to maintain 2,000 when I'm cleared
for the approach I can continue down to no less than 1,700 at FIVIS.
for glide slope intercept. Then in our aircraft
we can fly that LPV Approach so I can take this down to
280 feet, but I take it
a step further here. I am a big fan, when I fly, I actually
zoom in my approach plate quite a bit like you see here
So I'll zoom in my approach plate, that way I kind of get these essentials
Yet, I lost a few important things like my
280 feet, like my altitudes here, my missed appoach
as well. So what I will do when I'm zoomed in like this
I will use some text annotations. For example;
Go back to annotate, I'll type, and by
TALZA I'm to be no less than 2,000 feet so
I'll put a 20 right there for 2,000 feet
At FIBUS, when is my glide slope interception
1,700 feet no less than.
I'll have that there. What am I taking this down to?
280 feet. I'm not a big fan of taking risks and
blazing approaches down to minimums as much anymore, let's add 100 feet
to that to make it the Jason minimums and we'll take this down to
380 feet.
And I'll put that right there. Then most importantly though I
need my missed approach. What does every missed approach
start with? Climb. Every missed approach
starts with climb. So I want to go ahead and
I'm going to add that right next to here. I like to use some
emojis in that annotation there. Let's add a big
up arrow for climb. And I'm climbing to
let's go ahead and look at that again, 2,100 is what I'm climbing to. So
Climbing to 21 and I
because it's right next to CUFJO where I'm here
And I'm going to climb to 2,100 feet to CUFJO and
hold. And when I annotate it this way I can keep zoomed in here and
have all my essential numbers, everything else, and of course if I forget something I want
to double check, it's just a simple scroll down to double check and right back
to where I left off. You know briefing
an approach has to start on the ground. In instrument flying
it's all about thinking ahead of the airplane.
And that's why I share these tips with you just to really take your flight training
up to the next level if you want to do so. If you still need help with
knowledge test, check-ride prep, or really are truly starting to realize that
the instrument rating is called the thinking rating because you already know how to fly an airplane
It's all about the knowledge you need to gain now and understand these approach
plates and low and root charts. Take a two week no strings attached
free trial of our instrument pilot online ground school.
There is a link below this video and description where you can check it out
Seriously, two weeks free no strings attached. Hop on the Webinars that I do
every Monday night for online ground school members. In addition you'll get access
to all those great instrument pilot online ground school videos.
Check it out for yourself and enjoy it. So listen
Have a fantastic rest of your day and most importantly remember:
A good Pilot is always learning. Have a great day guys. We'll see ya.
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