Holding patterns and hold entries can be challenging because they are seldom used. What are some other challenging subjects/tasks that aren't used a lot in aviation that you would like to see demonstrated in a video?
@thecorporatepilotdad i gave a northwest airlines DC-9 penalty vectors once. it wasn't even holding, it was 'go over there and think about what you've done' 😆
Practice along with paper and a pencil go along way. I used to flip through approaches plates asking students which entry from where I pointed. Do that enough and you’ll be able to visualize them in your head. My last hold in the real world was 5 years ago.
Great video, in my 45 years of flying Far 121 and 135 and 91 and at 14,000 hours plus flight time ( yea know a low time pilot. I spent 20 years teaching airline pilots new airplanes ) . I can say I have only had to hold 4 times. And a lot of that flight time was acquired in the North East. I guess I have been lucky. I do believe that every pilot should abide by the established procedures that are expected for a pilot to utilize a holding pattern. 😁🛫
In the last 15 years I’ve had to hold somewhere around SLC and over Stillwater going to TEB. I’ve heard expect holding many times and then we don’t have to hold. That’s why holds are so important. They are so infrequent it’s easy to forget the finer points of doing one.
You’re welcome. Holds are one of the harder subjects to learn. They just take practice but they do become easy. Holds are rarely given in the real world and it can be difficult to stay proficient without frequent practice. That’s another thing MSFS is great for.
Thank you. This video was definitely thorough and I must say having the Air Traffic Controller give his input really helps get the controller's perspective of holds that pilots don't see or hear.
The lines are used to determine the entry type depending on the sector the fix is being entered from. The hold is to the right but in this case it would be a left turn after crossing the fix for the parallel entry. After intercepting the inbound course, right hand turns would be made while in the hold.
@@thecorporatepilotdad For parallel entry, flying backward for inbound course, is there a risk of aircraft collision with other aircrafts that are already in the holding pattern?
@@jeffhiew5795 No. They will be at different altitudes with at least 1000' vertical separation. Two aircraft can't be in the same hold at the same altitude. Controllers can make mistakes though, pilots too.
Really enjoying your content. Found it based on the CJ4 that I have been learning, but also applying some of the concepts to the G1000 in the Baron. Practicing holding patterns - admittedly this is a made up scenario: I was inbound to KORF with an approach programmed into the G1000. Then I told myself, let's HOLD for a bit (had to eat dinner LOL). Chose to hold at the airport fix, which is probably VERY wrong. So then I was in a right hold for a couple laps, and wanted to rejoin the approach leg. Couldn't figure it out, although my attempt was to activate that leg, it looked like it wanted to go direct to the airport. Have a recording of my hassling through it (and then flying manually back onto the approach path). Newbie continuing to learn... ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ZexTy1zpP3o.html
I watched part of it, and it sounded like you were enjoying your dinner in the video. Haha. I will sometimes build a hold in the CJ4 in MSFS near the destination and walk away from the PC. If I get back soon enough, the landing can be completed, but if not, the airplane will be in a hold or laying on the ground somewhere without any fuel in it.
Early on I noticed that you were using a simulator, however I was focused on listening to you and the controller and reading text. It was not until about 3 minutes into the video that you were using a Piper, the instrument panel included a manifold gauge, there is a gear lever and prop RPM lever. With the indicated airspeed of 130 to 135 knots I would guess this is an Arrow, however the throttle is may be 25 or 30% open and if accurate might indicate a Lance or other 6 seat Piper. Let me know, it would be interesting to find out.
I used the Piper Turbo Arrow IV by Just Flight for MSFS. The throttle wasn’t opened very far like a conventional Arrow because it has a fixed wastegate turbocharger. The throttle won’t be against the stop until 12000 feet density altitude and then it will give 41 inch of MP and lose an inch of MP every 1000 feet of altitude gain from there. I did my Commercial and CFI in a Turbo Arrow over 20 years ago.
@@thecorporatepilotdad Interesting, thank you very much. I got my commercial ticket in 1978 in an arrow, non-turbo. It was a nice little airplane, for my cross country [3x 200 mile legs] didn't need refueled. Thank you for bringing back some old memories.
@@ZZstaff You are very welcome. Even flying the Turbo Arrow in MSFS brings back memories for me. I love my job flying business jets, but really miss flying GA airplanes like the Turbo Arrow.
@@thecorporatepilotdad Have you considered a video on constant speed props? I know there’s a ton of flight school videos on youtube that cover it, but they’re quite technical and often really long. Your vid on magnetos was ace, one in a similar vein on these types of planes in MSFS explaining the blue lever and the relationship between MP/RPM would be really good. Just a suggestion of course (plus it could be an excuse to reminisce about your time flying these types)
