# 10/2/2025 ## Notes for Both Approaches - always remember aviate, navigate, communicate - if for any reason you have misprogrammed something, are getting overly task saturated from forgetting to do a checklist, or anything else, DO NOT CONTINUE!! - the primary concern for all flights is safety, if you find yourself on an approach and have things that need to be done (navigate / communicate) that will cause you to become overly distracted, DO NOT CONTINUE on the approach!!! not doing an approach you're not quite ready for is always better ## KOCF ILS 36 (starting at CUSAB) (No GPS) - great job on DME arc - remember to load VOR frequency in nav2 so that you have distance information on the final approach segment ## KORL LOC 7 (partial panel) ### Required Reports of Failures - think about what is required in your report to ATC: ![[IFR Required Malfunction Reports]] - what you want to consider here is the importance of getting across what you need from ATC given the situation, most controllers are not pilots and will not understand if you state "AHRS failure", you should be more general, ex "I have lost my primary flight instrumentation and I need vectors to VFR conditions immediately" - there have been many instances of equipment failures that lead to bad accidents because the pilot did not communicate effectively the importance of a failure. See the below video: <div class="iframe-container"><iframe width="560" height="315" src="https://www.youtube.com/embed/7sfHlzv6Rlk?si=4BB5yWme9ebexM7E" 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> - in this example (not quite the same as AHRS but vacuum pump failure) it showcases that it is very important to be overly cautious and communicative of the failure that has occurred ### FMS Management - while the G1000 in the redbird does not allow deleting holding patterns that are loaded as part of the approach, you still cannot proceed direct to a fix that is on an approach segment, in your case you are not allowed to proceed direct to DNMOR when you are supposed to proceed from ESRAQ to DNMOR - you could also acceptably just switch over to the localizer immediately, or activate the leg between the HOLD and DNMOR (because the hold is located at ESRAQ) # 10/1/2025 - recommend practicing preflight and before engine start procedures (potentially with CFI applicant) - make sure you maintain 1,000 RPM when on the ground - I would recommend doing instrument flight deck check during initial taxi - make sure to always address the controller ex "executive ground" before making a request - very good proficiency with the G1000 - try to be as consistent as possible bugging headings to allow for more consistency with following vectors / course - review pitch and power table for all configurations - review callouts from SOPs - KLEE RNAV 4: flew below minimums on approach