# 1/27/2025 # 12/9/2024 - DME Arc - stayed within ACS tolerances for distance from fix - Hold @ MAMBO - for teardrop only time 1 minute outbound - set too steep of a intercept angle for teardrop - altitude and airspeed good - Unusual Attitudes - great job - RNAV 7 LPV KORL # 11/20/2024 - reviewed written test and endorsed for deficiencies ## Pilot Qualifications - remember to review private pilot stuff still! - medical certificates and basicmed are things you could easily forget about ### Recency of Experience Requirements - [ ] review [FAA: When Can I log an Instrument Approach](https://www.faa.gov/sites/faa.gov/files/pilots/training/firc/InFO15012.pdf) ### Personal Minimums - remember to be firm with these!! - you should have a paper sheet filled out just to make it clear ## Weather Information ### Atmospheric Stability - [ ] review [[Atmospheric Stability]] # 11/13/2024 ## Loss of GPS - remember to always fly the airplane first, and then make a report to ATC - it is required to make a report to ATC, but you don't have to immediately do it if you need to take some time to get your equipment properly set up ## Holding Procedures - set a stronger intercept angle when inbound if you have a full deflection on the CDI, especially when you don't have GPS, you want to get as close to the holding fix as you can to make sure you are on the correct course - good job reacting to the autopilot failure - good job descending in the hold down to an altitude to start the approach when cleared in the hold # 10/4/2024 ## KCRG VOR 14 - good job with course guidance - good job transitioning to using DME with loss of GPS - went about 40 feet below MDA on the approach - align the magenta diamond to the head of the needle when crossing the cone of confusion - you want to avoid correcting too much because this can cause you to get far off course - a full deflection very close to the VOR might still mean you are very close to your original course and don't need to make a large correction - # 9/13/2024 ## KCRG ILS 32 - great job with glideslope intercept - speed consistent on. the instrument approach procedure - great job following the glideslope down and following the localizer - remember to not descend below DA on the approach procedure - this means that you have to decide whether or not you are going to continue the approach above DA - good job with the callouts on the second approach for glideslope, course, and height above minimums <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/0JkLR_xgayM?si=zFZXoYHDLZ78ppyi" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen></iframe></div> --- # 9/11/2024 - make sure to make glideslope checked callout at the final approach fix and not earlier # 9/9/2024 - practiced precision approach flying in the ground trainer and reviewed stage 3 questions - important flying notes to keep in mind - try to reduce all possible distractions when flying down on the glide slope - get all checklists done when actually flying - don't be in a super big hurry when you are switching to the tower frequency - always back to the fundamentals: aviate, then navigate, then communicate - notice the rate at which the glideslope diamond is moving. This can help a lot in determining how much of a correction is required - pay attention to the winds before beginning the approach # 9/6/2024 - cross country to albert witted (KSPG) - great job with radio communications - good job reading back approach clearances - just remember to read back call sign when reading back a frequency to switch to # 8/30/2024 - flying approaches partial panel in the redbird TD2 - remember that flying an approach partial panel is ALWAYS a last resort option and is definitely an emergency - the point of practicing these maneuvers is so that you can do them if that is the only option left, but in a real world situation the best course of action would be to get to somewhere where VFR conditions exist or at least somewhere with a higher ceiling that would not require a full instrument approach, even if those options are very far away (assuming you have the fuel to make it) ## RNAV 7 KORL - slightly low on altitudes throughout the approach ![[Pasted image 20240830080942.png]] - when turning onto the approach course, you turned too far and continued the turn past the final approach course - remember to always be very intentional with which heading you are going to turn onto and keep the magnetic compass in your instrument scan as you turn so that you don't overshoot - once you start oscillating back and forth it will make the approach much more difficult - once you got back established, made small s-turns on final approach but was much more stable overall ## KSPG RNAV 36 - good job - still had small S turns on the final approach course but much more consistent compared to the first approach --- # 8/28/2024 - practiced circling approaches in the redbird ## Approach 1 (PFD Failure) - in the redbird AATD - PFD failure not intentional but good practice - remember that when you are dealing with a situation like that you want to focus mainly on flying the airplane and then worry about programming - if you have to request delayed vectors or even be revectored onto the approach to add time to get things ready that is always preferred compared to continuing an approach without having things set up - you had a tendency to make s turns on final and were sticking below most of the required altitudes for the approach - remember that you are increasing workload and stress when flying partial panel, so add extra emphasis to a good instrument scan and reduce distractions if at all possible ## Approach 2 - great job maintaining 50 feet above MDA for the circling approach - good job maintaining approach course with crosswind ## Oral Review for Progress Check ### Requirements to Continue below DA or MDA - don't forget about the visibility requirements for continuing an approach - also remember that [The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing](https://www.ecfr.gov/current/title-14/part-91/section-91.175#p-91.175(c)(1)) ## Instrument Landing System - glideslope is $1.4 \degree$ wide, $0.7 \degree$ above and below # 8/26/2024 - remember that with a VOR you always want to select the course that you are flying - you don't have to think as much about whether or not you should set the recriprocal radial, you can think in terms of which one lines up with the course you are intending to fly - a localizer will give you reverse sensing on a back course approach if you select the opposite course instead of the original localizer course ## KOCF VOR 36 Circle 8 - when you are executing a missed approach while in the circle, you want to start climbing as soon as you can - you are risking going outside of the protected area and therefore you should do a climbing turn towards the airport environment - in this situation you don't want to wait until reaching the missed approach waypoint because you may have already passed it and therefore will not have an indication of when to being the missed approach procedure ## Hold - if you're coming in on a radial for a hold in the opposite direction, you might want to consider doing a teardrop entry instead of a parallel entry because it will allow you to get on the inbound course faster - make sure that you're maintaining 90 knots throughout - keep your airspeed in your instrument scan - this will also help you fly a more consistent holding pattern because you will not be changing airspeed throughout and therefore chasing your inbound and outbound times as well as your required wind correction angle ## DME Arc - when entering a DME arc, you want to turn perpendicular to the next course you are going to intercept - this will mean that you're turning either 100 degrees or 80 degrees ## KLEE RNAV 13 Circle 22 - went above minimums during the circle about 150 feet - the tolerances for the circling maneuver are $-0 / +100$ # 8/23/2024 - make sure to bug altitude and heading on departure to maintain situational awareness - great job with the circling approach - continuously maintained slightly above MDA until beginning descent --- # 8/21/2024 - practiced approaches in the redbird TD2 ## LOC 7 Circle 13 KORL - make sure to read back "cleared LOC 7 circle 13 approach" - don't forget about checking NOTAMs for the approach - we might simulate something working in the simulator but still good practice to always check and see what might be inoperative or what hazards exist for the flight <div class=iframe-container> <iframe width="560" height="315" src="https://www.youtube.com/embed/xlnPW7GLb8o?si=f2L9YWAmqLsiXWBe" title="YouTube video player" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" allowfullscreen></iframe> </div> - there are two different ways that you can execute this circling maneuver 1. turn to a normal downwind heading and descend when crossing touchdown point for a normal landing 2. turn to an approximate heading for a base, start descending in the base and make the turn to final - either of these methods are appropriate assuming you stay in the protected area - good job with KISM ILS approach - remember not to make large heading changes when breaking out of the clouds as you might be on a good crab angle towards the runway # 8/14/2024 - great job with the departure - if you're given the instruction "proceed direct and contact approach on XXX.XX", remember to navigate first and then check in with approach as time permits ## X21 RNAV A - the $4\degree$ descent gradient is going to mean that you need to be careful to maintain non-precision approach descent or otherwise you will not make it down to the circling minimums for the approach - watch your speed, be very careful to maintain 90 knots ## KTIX LOC 36 Circle 9 - be careful setting the minimums for the approach!!! - remember you want to pause and think about the minimum altitude for the specific approach you are doing, its an easy mistake to make but could be very dangerous - watch you altitudes on the approach - you were having a tendency to descend below minimums for the approach courses - started the circle a little bit early - think about whether or not you would like to do the ILS or the LOC approach when doing a circling procedure, most of the time it is beneficial to go ahead and descend down to the circling minimums, which would mean doing the localizer approach ## KORL ILS 25 w/ Procedure turn - great job with the holding pattern - good job suspending and unsuspending when required for entering and exiting the holding pattern --- # 8/9/2024 ## KORL LOC 7 Partial Panel ![[Pasted image 20240809075608.png]] # 8/8/2024 ## RNAV 31 Circle 22 KLEE - make airspeed corrections when necessary on the approach. We were stable only a few knots off from 90, but you should still make small adjustments to get on speed - remember, accept no deviation! - notice how the CDI changes scaling on the approach - you weren't getting off course, we were transitioning from TERM to LNAV scaling - very important to understand how this works so that you don't think you are all of a sudden turning off course ![[Pasted image 20240808075845.png]] - maximum distance from runway threshold 1.5nm - you could have kept it closer in to the runway which would have allowed for a more normal approach and landing ## KORL ILS 25 - make sure that you do not lose control of the airplane to make radio calls - you should never be in a hurry to get through radio calls, and flying the airplane is always the priority --- # 8/7/2024 ## ILS 27 Circle 36 KTLH - remember to always check NOTAMs for the approach and airport, even in the redbird - good decision to disconnect the autopilot when it was not doing what you thought it should do - you didn't program anything incorrectly, just "redbird things" $\rightarrow$ but either way when it is doing something different to what you're expecting always disconnect it - load tower frequency before beginning the approach so that you won't increase workload while on the approach procedure - don't begin the circling procedure until you are within the protected area ## RNAV 9 Circle 27 KLKU - think about whether or not you want to follow the glide path or glide slope down on a circling approach, a lot of the time it is advantageous to descend to the circling minimums earlier than what the glidpath will allow (assuming you are maintaining the minimum altitudes prescribed by the approach) - pay close attention to what the flight director or autopilot is programmed to do in a missed approach procedure - you selected heading mode on the autopilot and continued flying in the opposite direction of the missed approach procedure # 7/31/2024 ## LOC Y RWY 8 KJAX - keep in mind when you can descend during the procedure turn - you want to wait to descend to the minimum altitude prescribed for the final approach fix until you have established inbound on the approach course - on this approach, think about when you should go missed without having any GPS information - this is where it is beneficial to time from the final approach fix ## RNAV Z RWY 8 KJAX - remember to always check which approach is showing when selecting the approach - if you're expecting to do an LPV approach and WAAS is not available, it will show what approach is available (in this case LNAV). --- # 7/29/2024 ## LOC BC 27L KMLB - remember that when we have an MDA start your level off a little bit early so that we don't go below minimums at all - when correcting for the localizer course, make sure that you are making small adjustments especially close to the runway - this applies especially to back course approaches as the localizer is closer to you so there will be a greater deflection on the CDI for the same distance off course - level off a little bit above the minimums for the approach to avoid going below minimums at any point during the approach --- # 7/24/2024 - [ ] review [ICAO flight plans](https://www.youtube.com/watch?v=75XsMR0y-hE) --- # 7/15/2024 - remember that you can *always* request delayed vectors from ATC if necessary to give yourself more time to prepare - parallel hold entry - remember that you might cross over into the "unprotected" side during the initial entry turn, but you want to correct your course back to be on top of the inbound course when doing a parallel entry - don't forget about requesting an initial vector if you are instructed to fly to a waypoint that is not loaded into your flight plan7/23/2024 - approach practice and review for progress check - remember to bug runway heading before departure ## Tracking VOR Radial ![[Pasted image 20240723073458.png]] - notice the turns back and forth, you are noticing that we are getting off course and correcting, but not then we are returning to our original heading ## DME Arc ![[Pasted image 20240723074040.png]] - started the turn to join the ARC late - did a good job correcting to get back onto course initially, but then you need to go back to a normal DME arc heading - think about correcting like setting an intercept heading, but you cannot keep using the intercept heading as you get back onto your course, you then have to return to a normal heading that would allow you to track your course ## Hold ![[Pasted image 20240723075352.png]] - ORL/300/12 - should have done parallel entry, but did teardrop and set teardrop heading on unprotected side of hold - turned back onto correct inbound heading - once established inbound, great job estimating time and heading, first lap we were right on 1 minute with an approximate 10 knot tailwind on the inbound course - averaged about 96 knots in the hold ## Unusual Attitudes - good job with nose low attitude - with nose high attitude, remember to always prioritize reducing angle of attack before reducing bank angle ## RNAV 9R KSFB - within standards - tended to make S turns on final and had pretty big variances in descent rate throughout - be more intentional!! --- # 7/22/2024 - when using the autopilot for a climb, set the altitude bug first and then use FLC for the climb - you still have a tendency to make S turns on final approach, be intentional with your heading selections and bug your heading - good job loading and doing the hold - remember to take your time in the hold, don't leave until you have everything set up to complete an approach --- # 7/17/2024 ## Localizer Approach - LOC 9R KSFB - ![[Pasted image 20240717081857.png]] - notice how you are making S turns on the localizer course - this is because you are noticing that you are off course and excessively correcting to one side then noticing you are deviating to the other side and doing the same thing in the other direction - the way to fix this is to be intentional with your heading choices. Don't just turn the airplane one direction to correct your course, set a specific heading, and check that it is going as intended, then make adjustments based on that heading - went slightly below minimums for the approach - consider leveling off a little bit above the MDA for the approach so that you don't run the risk of going below the specified minimums ## RNAV --- # 7/15/2024 - remember that you can *always* request delayed vectors from ATC if necessary to give yourself more time to prepare - parallel hold entry - remember that you might cross over into the "unprotected" side during the initial entry turn, but you want to correct your course back to be on top of the inbound course when doing a parallel entry - don't forget about requesting an initial vector if you are instructed to fly to a waypoint that is not loaded into your flight plan # 7/11/2024 ## ILS Approach - ILS 16L KSLC - remember that you *can* intercept the glideslope early, but that does not mean you don't have to comply with the minimum altitudes for each fix on the approach - this can lead to you having to level off before reaching a specific fix, especially if you are slightly below the glideslope - make sure to not descend below DA before commencing a missed approach if you do not have the required visual references for the approach ## RNAV 9L KSFB # 7/8/2024 ![[Pasted image 20240708083213.png]] - continued to practice hold procedures in the redbird # 6/29/2024 ## hold at $CERMO$ as published - wind $325 \degree$ at $8$ knots - altitude deviation $\pm 200$ feet - this also caused increases and decreases in airspeed of about 10 knots ![[Pasted image 20240629102309.png]] ## Hold at $VIZTA$ - inbound course $270 \degree$ with left hand turns - make sure that as soon as you notice altitude deviations you correct for them - correct entry (direct) - if you're going to load in a hold using the G1000, make sure not to suspend sequencing because that will essentially unload the hold that you have programmed - to fix this you can unsuspend sequencing by pressing the OBS button and the hold will reactivate in your flight plan - make sure that you are still correcting for being off course when loading the hold into the G1000 ![[Pasted image 20240629103953.png]] ## ILS 7 KORL - good job - make sure to make small corrections on glideslope - don't think: "I'm low I'm going to pitch the nose up", think "I'm getting low I'm going to reduce my descent rate by 200 feet per minute and see if that gets me back to centering on glideslope" # 6/25/2024 - practice in redbird TD2 intercepting and tracking DME arcs and holds ## Planned Flight ![[Pasted image 20240625182650.png]] ## Actual Ground Track ![[Pasted image 20240625183537.png]] ## DME Arcs - good job programming autopilot - overall good job ## Holding Procedures - remember that the 5T's are there to make you think about what you are doing at a given time - don't just run through them in your head, go through each item and think about the information you have and whether or not what you're doing makes sense - you accidentally turned to the right for a left hand turn hold - you had left written down and you drew out the hold with left turns, so when calling out turn think about whether or not you are going in the right direction to avoid any mistakes --- # 6/24/2024 - holding procedures practice in the redbird ## Hold @ $JICTI$ - don't forget to report crossing fix when entering the hold - otherwise good job ## Hold @ $LBV$ - remember to set the proper course from the VOR when approaching on an airway - you can see on $V255$ from $RSW$ to $LBV$ the radials are off, so when using the $LBV$ VOR you want to set a course of $048\degree$ instead of $051\degree$ - altitude deviations approximately $\pm 200$ feet - airspeed consistent at $90$ knots - don't try to correct course once we get the cone of confusion --- # 6/20/2024 ## DME Arc - good job - ![[Pasted image 20240620081258.png]] - remember that when you are thinking about what heading to turn to based on wind correction, be intentional! - turn the heading bug to a reasonable heading and turn to it, don't just start a turn - there is no "turn a little bit to the left" in good instrument flying, there is thinking "turn to x heading" and then seeing how that works and intentionally turning to a different heading after that, but you have to intentionally set where you want the airplane to go ## Holding Procedures - remember that the holding pattern your program into the G1000 might not be the exact way you will fly it - it won't always do standard rate turns and therefore the wind correction angle will not be the same - # 6/19/2024 - hold at $MAMBO$ and $KORL \space ILS \space 7$ - remember to start timing outbound right when we cross abeam our holding fix - with a strong headwind on the inbound course, you know that that point will come before rolling wings level from the turn - *accept no deviation* - There is nothing wrong with being a little bit off your heading / course / altitude, but when you notice those deviations, always correct for them (even if its a small correction) - I don't want to see you get off course and then fly parallel to your course, slowly correct to get back on your course as necessary - great job on the ILS approach --- # 6/18/2024 - couldn't fly due to mechanical issues with airplane - reviewed ILS and Localizer approach plates and procedures - [ ] review [Bold Method: Flying an ILS Approach](https://www.boldmethod.com/blog/lists/2017/02/7-steps-to-fly-an-ils/) - [ ] review [Bold Method: How an ILS Works](https://www.boldmethod.com/learn-to-fly/systems/ils-how-the-instrument-landing-system-works/) - [ ] review [Bold Method Video: Starting an Approach](https://www.youtube.com/watch?v=MFJjGt_fr04) # 6/17/2024 ## *IF THE AUTOPILOT IS NOT DOING WHAT YOU WANT IT TO DO, TURN IT OFF!* - don't waste time trying to reprogram it - remember that you know what you want it to do, and you know how to fly the airplane ## Holding Procedures - make sure that your bearing pointer is selected on the navaid that you want to use - [ ] continue to practice with the G1000 in using the timer / OBS functions - I know that you know how to use it, but you're making small mistakes with it that lead to becoming distracted in the airplane - if you cross past the fix on the inbound leg, you can still get an accurate time estimate for your outbound and inbound leg (assuming that you have a way to identify crossing the fix outbound) - don't forget to report when you're crossing the fix ## DME Arc - autopilot initially started a turn in the wrong direction $\rightarrow$ disconnect autopilot and hand fly!! --- # 6/15/2024 - [x] **log redbird flight on 6/12 and 6/13** - [x] [Bold Method: DME Arcs](https://www.boldmethod.com/blog/video/2019/04/how-to-fly-a-dme-arc/) - when doing a hold using a VOR as the inbound course $\rightarrow$ - keep in mind that your wind correction angle will not necessarily be your heading minus your selected course - in our case, the autopilot had us set up on an intercept heading onto the radial, so you CANNOT use that difference as our wind correction angle - always pay close attention to what direction you need to make the wind correction on the outbound leg, we turned in the opposite direction - when using the autopilot to turn to a heading, remember that it will always turn the shortest distance --- # 6/13/2024 - **Be intentional with your heading changes** - never turn "a little bit to the right" always think about how many degrees of change you need, bug it, and then turn to it - this will help you to avoid making S-turns across your course - make sure that you are correcting properly for a headwind or a tailwind when in a holding procedure - we had a headwind on the inbound leg, so you had the right idea to adjust your outbound leg time, but increased the outbound time when you should have increased it - remember that if you do this you will also not have an accurate understanding of what wind correction angle is appropriate because you will be overcorrecting compared to a normal holding pattern - inbound and outbound times and wind correction angles are linked because changing your outbound time changes the required wind correction angle - altitude deviations in hold $+/-$ 200 feet ![[Pasted image 20240613083937.png]] --- # 6/12/2024 - practiced holds in the redbird - hold at LEESE - hold at WISHH - [x] [Bold Method: WAAS](https://www.boldmethod.com/learn-to-fly/systems/what-is-WAAS-and-how-does-it-work/) - [x] [Bold Method: GPS Nav Quiz](https://www.boldmethod.com/blog/quizzes/2023/06/six-questions-to-see-how-well-you-understand-gps-navigation/) - [x] [[VHF Omnirange (VOR)]] - [x] these are my VOR notes - [x] let me know if you have any questions - [x] [Bold Method: VOR Navigation](https://www.boldmethod.com/blog/lists/2023/05/seven-things-you-should-know-about-vor-navigation/) --- # 6/11/2024 - when loading your flight plan in, remember that you are not necessarily loading exactly what you will fly. If you know that you are going to get vectors onto an airway, load the previous fix so you can activate the leg that you will potentially be vectored into, don't load the next waypoint on the airway - you can still do the fouling procedure even if it is within tolerances if the engine is running rough - bug runway heading before departure so you don't have to set it while doing a bunch of other things - also good practice to verify that you are on the correct runway (especially in lower visibility conditions) ## TOLLZ TWO Departure - use the status page on the top of the PFD to understand which leg is currently active ## TBEAU to V159 - you can suspend sequencing using the OBS - this will keep you on the same course that you normally have to the waypoint if you don't change the CRS selected - to activate leg, select the end of the leg you want to activate, then ==MENU > Activate Leg== ## Unusual Attitudes - [ ] practice chair flying these maneuvers - you're not doing anything wrong, but definitely want to practice with doing it faster ## Inverting Flight Plan - ==MENU > Invert Flight Plan== - keep in mind that this might not keep your active leg inverted - you will also still have to edit your flight plan, make sure to zoom out the MFD and scroll through the inverted flight plan to check that it is doing the things you want it to do --- # 6/10/2024 - it is always helpful to bug your initial heading before takeoff so that you already know where you are going to go, you don't want to worry about setting the heading bug as your initially entering into IMC - good job with departure procedures - remember that if you change frequencies and the controller doesn't respond, wait about a minute and then give another call, if you don't get a response again, return back to the previous frequency and let the controller know ## Holding Patterns - [ ] review [bold method: holding procedures](https://www.boldmethod.com/learn-to-fly/maneuvers/what-you-should-know-about-holding-for-ifr-pilots/) - [ ] review [bold method video: holding pattern entries](https://www.youtube.com/watch?v=0s1I5ymBmsU&t=290s) - [ ] review [bold method video: holding pattern wind correction](https://www.youtube.com/watch?v=EFRTOks7Tpg&t=311s) --- # 6/8/2024 - great job briefing each departure procedure - I really like how you take your time to consider the procedure and don't rush through things - remember that with climb gradients, you always want to be conservative - while we are not directly calculating density altitude during performance calculations, Cessna has you "essentially" include density altitude into your calculations with the temperature columns - remember to assume worst case performance --- # 6/5/2024 ## VOR Navigation - always set the course that you are intending to fly, not the radial - double check the correct to or from indication on the CDI ## Autopilot - **The autopilot will do what it is programmed to do. This is independent from what you have loaded in the FMS** - remember that if you navigate direct to a waypoint, nothing will happen on the autopilot if it is not in nav mode - the autopilot status window has to be considered independent and requires its own programming - when using the autopilot, *do not stop your instrument scan* - the autopilot can be super helpful in reducing your workload, but that does not mean you can stop checking things - airspeed reduced very low when loading flight plan with autopilot on ## GPS Navigation - good job - nice job loading T route quickly - good job requesting initial vector to fix when you didn't have it loaded --- # 6/4/2024 - when turning the heading bug, you can sync it if the airplanes heading is close to where you're going and then twist it - don't forget about mixture when starting run up - good job with primary and supporting questions ## Pattern 7B - tendency to establish a steeper descent rate than what is required - remember, make small adjustments and understand that the pitch and power table is not going to be perfect - be more exact when bugging heading - a few degrees off might not seem like a lot but it will have a big impact over time when you're actually flying longer distances - don't forget to bug your altitude - this is a great reference to have and will make it more obvious to you when you have deviated from where you want to be ## Unusual Attitudes - nose high: good job - nose low - be quick with reducing power and zeroing the bank angle - you do run risks of being to aggressive, but this risk is normally overshadowed by the risk of crashing into the ground - you are doing the steps in the proper order, but I want you to be quicker which will also help avoid excessive acceleration from continuing in a nose low attitude ## Autopilot Usage - always turn the flight director on before the autopilot so you can double check what exactly it is going to do --- # 6/3/2024 - good job picking up clearance and reading it back - remember to wait and zero your bank angle before reading the magnetic compass - when navigating partial panel, think first about which heading would make sense for you to fly and then turn to it - you don't have the resource of an HSI rotating with the airplane, so you will have a tendency to just start turning in the direction you want to go vs thinking about how long it will take to turn ## Pattern 7A - good job with heading changes - when leveling off from a descent or climb, take a second to stabilize the aircraft, we were in a consistent descent when we should be leveling off - approach descent and precision approach descent is flaps 10 - --- # 6/1/2024 - good job with compass turns - remember that when you are making a small heading change, don't look at the magnetic compass for information when you are in the bank - only look at the magnetic compass once you have zeroed your bank angle - I would recommend practicing instrument pattern 6 in your home sim or in the ground trainer - this one can be challenging with how many changes you are constantly having to make - continue to practice loading different flight plans into the FMS - practice loading airways between fixes --- # 5/30/2024 - leave RECOG light on in flight to increase visibility to other traffic nearby - when starting the engine, bring the power back down to 800-900 RPM before increasing to lean - before leaning make sure you're checking the oil pressure ## Magnetic Compass Turns - always use a timed turn for large heading changes - for small heading changes, try not to bank more than the number of degrees of heading change required --- # 5/23/2024 - when using the magnetic compass for turns: - try to not bank more than the number of degrees of heading change that you need to make - in a partial panel situation, the main indication that you can use the magnetic compass when rolling out of a turn is once you have the bank angle stabilized at 0 degrees - timed turns - assuming standard rate turns, divide the number of degree change required by 3 to figure out how much time is required for the turn to use your timer with - for large turns without the HSI, always use a timer to aid you and avoid having to deal with compass errors ## Instrument Flight Patterns - good job - don't forget about syncing your heading bug - checklist usage was pretty good but a few tips - nothing beats being comfortable with the flows $\rightarrow$ it will make your life easier and allow you to go through the checklist much faster - constant rate climbs and descents - once the VSI is stabilized, make small adjustments to the airplanes pitch as necessary to get the desired vertical speed --- # 5/22/2024 ## Things to Review - [x] [Bold Method: Instrument Flight Deck Check](https://www.boldmethod.com/blog/lists/2018/06/12-steps-for-the-perfect-instrument-cockpit-check/) ## General Notes - when using the checklist, you can hold it up to make switching between it and the PFD easier and help to avoid head movements - when instructed to fly a heading, make sure that you're using your actual heading and not the magenta diamond - you have a tendency to oscillate on your heading - a good fix to this is using the attitude indicator to make sure you have your bank at $0 \degree$ which will hold your heading assuming you're coordinated ## Departure - make sure to double check lights before takeoff - zoom out the MFD for situational awareness before takeoff - this can help you see other traffic and have a good idea of exactly where you are when you don't have outside visual references ## Constant Airspeed Climbs - great job with coordination and heading - stayed a little bit high on airspeed during cruise climb - once the airspeed indicator has stabilized, go ahead and make small adjustments to get onto you speed ## Level Turns - great job maintaining standard rate - altitude remained within $\frac{+}{-}$ 50 feet - nice roll in and roll out - good job bugging heading first ## Constant Rate Descent - great job - started the level off at the correct time but just need to pitch up a little bit more aggressively to level off at the correct altitude - that being said only went about 50 feet below target altitude ## Control Pattern 1 - when syncing your heading bug $\rightarrow$ adjust it so that it is on the exact heading you want to set - once we began introducing task saturation you had small deviations in heading and altitude - keep in mind that the primary concern is flying the airplane - it's ok to take a little bit longer on the checklist if you keep the airplane under positive control ![[Pasted image 20240522082349.png]] ## Control Pattern 2 - level off when you reach a minute, not when you climb or descent 1 minute - when descending $\rightarrow$ decrease power and decrease pitch at about the same time to maintain the same airspeed ## Approach and Landing - good job --- # 5/21/2024 - when rolling onto a heading, remember the rule from VFR flying: start the rollout about half your bank angle before the heading you want to roll out on - if at a 15 degree bank, start the rollout about 7/8 degrees before the heading you want to turn onto - when making constant rate climbs or descents: - don't just pitch up or pitch down, make sure that you are setting a specific attitude - pay close attention to the VSI (keep in mind that it will lag a little bit) - notice the trend in the VSI, you can tell quite quickly if it is going to go straight through your desired climb or descent rate - good job with the instrument control patterns - [ ] continue to practice these in your home simulator (or in the ground trainer) - remember that the pitch and power table is for reference, but does not guarantee that you will get the performance required, so set pitch and power first but don't be afraid to make adjustments as necessary