# To Practice > [!info] Make sure to Practice these: > - [x] [Arc to hold from Cross City](foreflightmobile://maps/search?q=NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY+NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY/070/18+NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY/060/18+NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY/050/18+NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY/040/18+NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY/030/18+HOLD@NAV@VHF;29.599;-83.04879200000001;;;K7;T:CTY/030/18%23030IL001.00T%23%23%23+6000ft) > - [x] [Arc to hold from Ocala](foreflightmobile://maps/search?q=NAV@VHF;29.177478;-82.226333;;;K7;T:OCF+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/230/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/240/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/250/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/260/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/270/12+HOLD@NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/270/12%23270OR001.00T%23%23%23+6000ft) > > [!info]- Previous Practice Items > > - [ ] KORL OCF V159 OCF KOCF - start on victor airway from KORL and hold at MAMBO as published > > - [ ] KOCF OCF V537 PRESK - start from OCF and hold at CERMO as published # 8/13/2025 - discussion of ILS approach procedures - KAGS ILS 35 - good job - remember to make changes to descent rate to adjust for glideslope - continue to work on going through instrument scan and not getting fixated when correcting for localizer / glideslope - [ ] review [Bold Method: How the ILS Works](https://www.boldmethod.com/learn-to-fly/systems/ils-how-the-instrument-landing-system-works/) - [ ] review [Bold Method: Staying Ahead of the Airplane On Instrument Approach](https://www.youtube.com/watch?v=oa8glNk6EBo) - [ ] review [Bold Method: Different Ways to Start an Instrument Approach](https://www.boldmethod.com/blog/video/2019/03/different-ways-to-start-an-instrument-approach/) # 7/28/2025 ## [Flight Plan (Open in ForeFlight)](foreflightmobile://maps/search?q=APT@KOCF+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/030/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/040/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/050/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/060/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/070/12+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/080/12+HOLD@NAV@VHF;29.177478;-82.226333;;;K7;T:OCF/080/12%23080OR001.00T%23%23%23+NAV@WAYPOINT;29.030861;-82.018789;;;K7;:CUSAB+HOLD@NAV@WAYPOINT;29.030861;-82.018789;;;K7;:CUSAB%23060IR001.00T%23%23%23) - make sure that you use a 30 degree intercept angle when VOR is less than 5 miles away ### Arc - good job determining when to turn ### Hold (080 Radial OCF) - good job drawing out the hold - good job drawing out the entry procedure - good job with the entry - try to make the radio call after crossing fix - always try to make adjustments early (if you have a headwind on the outbound leg go ahead and increase your time by a little bit to compensate (you can always adjust more on the next leg)) ### Hold (CUSAB 240 Radial) - correctly chose teardrop but used 45 degree intercept angle instead of 30 degrees for teardrop - always remember, parallel is 45 degrees and teardrop is 30 degrees # 7/25/2025 - **==always bug your altitude and heading!!!!!==** - practiced loading flight plan / intercepting and tracking / DME arc / published and unpublished hold / loss of flight instrumentation ## [Flight Plan (Open in ForeFlight)](foreflightmobile://maps/search?q=APT@[email protected]+NAV@WAYPOINT;28.343314;-81.763606;;;K7;:JENSN+AWY@V152:USA-V152:27.907764:-82.684308+NAV@WAYPOINT;28.170897;-82.130539;;;K7;:PLUMY+AWY@V7:USA-V7:25.799964:-80.349036+NAV@VHF;27.986197;-82.01390600000001;;;K7;T:LAL+APT@X49:27.933358/-82.04397400000001+6000ft) - good job loading flight plan - good job with flight deck check ### TOLLZ Departure - good job ### Track outbound 260 radial from ORL VORTAC - good selection of intercept heading (make sure that you have bearing pointer / DME displayed) - good job intercepting and tracking - make sure that you bug heading and altitude ### Arc North 15 DME - turned a little bit late to join arc ### Track outbound 285 radial from ORL VORTAC - when you intercept 270 radial on the arc, set 280 and then set 285 after that to help maintain situational awareness with where you are on the arc - otherwise good job ### Hold SE 285R 22DME from ORL VORTAC ![[Pasted image 20250725131217.png]] - good job selecting direct entry - good job preemptively setting wind correction angle outbound - good job preemptively increasing time outbound to adjust for the wind - make sure that the timer is counting up by double checking after pressing the button to start it ### Proceed Direct EJOLA - remember that "when able" indicates that you should continue what you were cleared to do previously and then do the instructions once you have that loaded into your FMS and can proceed ### Hold @ EJOLA as Published on RNAV 31 KLEE - remember to continually go back to flight instruments to make sure that you are where you want to be, even if it takes you a little bit more time to brief the hold (request delayed vectors if you need them!!) - ==**did not suspend sequencing before arriving at point**== - chose direct entry and then chose parallel entry (incorrect) - **==notice that you do not need to time for this hold, it is a distance based hold (4nm) meaning that you can simply fly outbound to 4nm and then turn back==** ### AHRS Failure - ==**remember to always declare an emergency when partial panel and request vectors to VFR conditions if possible**== - continue to practice loss of primary flight instrumentation -> this is something that will continue to get more challenging as the course goes on and you do more complex procedures with instrument failures ### Unusual Attitudes - good job, remember to always look at airspeed indicator first --- # 7/24/2025 - ground trainer -> focusing on flight plan management and holding procedures as part of flight plan ## [ORL TOLLZ2 CERMO V537 OCF (Open in ForeFlight)](foreflightmobile://maps/search?q=APT@[email protected]+NAV@WAYPOINT;28.637128;-81.80228099999999;;;K7;:CERMO+HOLD@NAV@WAYPOINT;28.637128;-81.80228099999999;;;K7;:CERMO%23145IR001.00T%23%23%23+NAV@WAYPOINT;28.637128;-81.80228099999999;;;K7;:CERMO+AWY@V537:USA-V537:28.100703:-80.914278+NAV@VHF;29.177478;-82.226333;;;K7;T:OCF+3000ft) - ==**always bug your altitude!!**== - on a departure procedure -> bug the altitude that you are going to go to on the procedure -> this will help you be more prepared for the procedure itself and avoid the risk of deviating from your clearance - make sure that you have fully briefed any departure procedure (or any other procedure) before you do it. Especially in the simulator take your time and make sure that you are ready for the procedure -> if this is something that we were going to do in the airplane we would want to make sure that we were prepared for the procedure before the preflight or before we taxi at all after getting our clearance ### Autopilot Usage - make sure that you *always* enable the flight director before the autopilot itself, this is to make sure that you have it programmed correctly before you are actually enabling it - use NAV mode when following a course (it will make heading adjustments for you and do a great job of keeping you on course) ### Loading Holding Patterns into FMS (G1000) - continue to practice loading holding patterns into the G1000 and also practice with using the autopilot to fly the holding procedure itself ## Hold @ AKOJO (030 Radial) - good job loading into flight plan - whenever you are direct go ahead and suspend sequencing (OBS) - parallel entry - ***==remember 45 degree intercept angle turning back inbound!!!==*** --- # 7/23/2025 - practiced arcing into a holding procedure - always bug your altitude - remember that parallel entry will always be 45 degrees intercepting inbound - this will help you avoid accidentally crossing the holding fix inbound before intercepting your course - it will also give you more time to get on course and figure out what the appropriate wind correction angle is ## [Hold SW 050 Radial 14 DME (Open in ForeFlight)](foreflightmobile://maps/search?q=NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/070/5+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/090/8+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/090/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/080/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/070/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/060/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/050/14+HOLD@NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/050/14%23050IR001.00T%23%23%23+6000ft) ![[Pasted image 20250723123453.png]] - notice the initial overcorrection for being too far off the arc - generally large corrections are not required here - track outbound on 090 radial from ORL VORTAC then ARC north 14 DME - make sure that you always bug your altitude when flying at any altitude, this will help you a lot to notice deviations in your altitude - turned late to join the arc, good job thinking about correcting back to fix your distance, but remember that generally only a few (up to 15) degrees of correction will suffice - this will help you avoid overcorrections - hold SW 14DME on 050 radial from ORL VORTAC - parallel entry appropriate - make sure that you draw holding patterns to represent the actual direction of the hold -> this will help you maintain situational awareness while doing the hold - turned in the wrong direction (NE) for the parallel entry - discussed importance of drawing out the holding pattern in relation to the direction required so that it can help aid, loaded back onto the arc ## [Hold North 010 Radial 14 DME from ORL (Open in ForeFlight)](foreflightmobile://maps/search?q=NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/050/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/040/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/030/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/020/14+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/010/14+HOLD@NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/010/14%23010OL001.00T%23%23%23+6000ft) ![[Pasted image 20250723125116.png]] - good job drawing out the holding pattern - good job thinking about adjusting your outbound time on the first leg given the strong headwind outbound - just remember that you always want to consider whether or not it would be appropriate to increase or decrease your time depending on the direction of the wind, in this case you would want to increase the time outbound because you have a headwind on the outbound leg, meaning that you time inbound will always be shorter than your time outbound because your ground speed will be higher on the inbound leg - good adjustment for outbound leg when noticing your timer crossing the DME distance inbound - overall good job ## [10 DME Arc to Hold (Open in ForeFlight)](foreflightmobile://maps/search?q=NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/010/15+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/010/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/360/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/350/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/340/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/330/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/320/10+NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/310/10+HOLD@NAV@VHF;28.542722;-81.335014;;;K7;T:ORL/310/10%23310OR001.00T%23%23%23+6000ft) - depart hold southbound to arc west 10 DME - hold NW 10 DME 310 radial from ORL VORTAC - direct (or teardrop) entry acceptable - selected parallel entry ![[Pasted image 20250723131947.png]] --- # 7/18/2025 - utilize the acronym POTS for hold entries and knowing which direction to turn during the entry: - Parallel opposite teardrop same - for a parallel entry you will turn in the opposite direction of the normal turns during the hold - for a teardrop entry you will turn in the same direction of the normal turns during the hold - when loading a victor airway into the airplane that stops and ends at a VOR that is on the field, you want to load the VOR and then the airport, for example, instead of loading *KORL V159 KOCF* load *KORL ORL V159 OCF KOCF* - this is how it will be loaded into the G1000 because technically KORL and KOCF are not on the victor airway - to activate a leg in the G1000, select the end of the leg you want to fly, press menu, activate leg, and enter to confirm - *always bug your heading and altitude* - don't forget to use trim to help you maintain altitude! - this is something that will help you reduce workload while doing other more complicated procedures - holding instructions: hold @ MAMBO as published - good job suspending sequencing before reaching holding fix - *turned in the wrong direction for parallel entry* - did not make proper wind correction on first outbound leg - holding instructions: hold south of TBEAU 180 radial - *incorrectly selected parallel entry when teardrop was correct* ![[Pasted image 20250718130523.png]] # 7/17/2025 - make sure to stay 1 phase ahead on cessna ground school so that we don't have to delay sessions / cancel in the future - link for [AIM](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/) to view on your computer - review [AIM 5-3-3](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_3.html) for required reports while holding - review [AIM 6-4: loss of communications](https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap6_section_4.html) - this applies to all loss of communication procedures not just loss of communication in a hold - redbird session practicing holds - instructions: hold at CERMO as published (parallel entry hold) - the *first* thing to always do when you are on the leg or direct to holding fix is to suspend sequencing (OBS) so that your flight plan does not sequence to the next leg - always review what is in the status window on the top of the PFD to make sure you are on the correct leg of your flight plan - to navigate direct to a fix in your flight plan: 1. highlight the fix with FMS knob 2. press direct button 3. press enter 4. press enter again to activate it - don't forget to always bug altitude and heading, this will help you notice deviations and also make sure that you are being intentional with the heading selections that you are making # 7/16/2025 - DME arc and holding procedures in the airplane - good job with flight deck check - make sure to pull back on elevator during taxi turns to reduce pressure on the nose wheel and make turns easier - instructor: arc north 15 DME from orlando vortac - pay close attention to your altitude you tend to be a little bit high, when hitting a lot of updrafts you may need a owner pitch attitude compared to normal - holding instructions: hold NW 310 radial 15 DME from arc - remember that you can always request delayed vectors if you are not prepared for the hold - selected correct entry (parallel) - remember that with parallel entry it is best practice to establish yourself on the outbound course instead of the outbound heading because that will help you stay aligned - don't forget to turn to 45 degree intercept heading to reestablish back on the inbound course - make sure that you are not multiplying your wind correction on the inbound leg, you can simply place the magenta diamon on the head of the arrow, but still multiply your outbound wind correction to account for drift while in the turns - holding instructions: hold south of WISHH 180 radial - proceed direct "when able" would mean that you should load the fix and proceed direct once you have it loaded but continue doing what you were already doing - you loaded WISHH before KORL meaning that your flight plan will sequence to the next leg if you do not suspend sequencing - notice the to/from flag flip to indicate crossing fix and when to turn for the parallel entry # 7/14/2025 - [ ] review [[Distance Measuring Equipment (DME)]] - [ ] review [[VHF Omnirange (VOR)]] - [ ] review [Bold Method Hold Wind Correction and Timing](https://www.boldmethod.com/blog/video/2019/05/holding-pattern-wind-correction/) - evaluation of holding and arcing procedures in the redbird - discussed arcing to holding fix route to be flown: ![[Pasted image 20250714144302.png]] - instructed to intercept and track westbound on the 270 radial from the orlando VORTAC - for calculating intercept angle (general rule): - if less than 5 miles from the station -> use 30 degree intercept angle - if more than 5 miles from the station -> use 45 degree intercept angle - remember that the bearing pointers use GPS while the DME uses distance measuring equipment to provide data - very good habit of setting heading bug and going to headings intentionally, don't forget to always have an altitude bugged for quick reference - DME ARC: $\pm 0.5nm$ distance deviation (within ACS tolerances) - holding instructions (from arc): hold north ORL 360 radial 15 DME with left hand turns - always draw holding fix as if you were drawing it on the map (ie north up) - when reporting crossing holding fix, you should include the current time and altitude you are crossing the fix at, otherwise good job with report - generally your outbound wind correction should be approximately 2-3x the inbound wind correction angle required - remember that you are not just crabbing for the leg itself, but also correcting for the wind drift you encounter during each of the 180 degree turns - on the inbound leg, start the timer when crossing the radial or when rolling wings level, whichever one comes first - when adjusting time outbound (general rule): - lets say that your inbound leg takes 1:30 seconds, you should adjust your outbound time by the approximate percentage you want to degrease your inbound time - in this example, if your time is 1:30 seconds inbound, you would want to decrease the inbound time by 33% (30 seconds), so you should decrease your outbound time by 33% (ie if you did 1 minute on the previous leg do 40 seconds on the next one) holding pattern in redbird: ![[Pasted image 20250714150332.png]]