I have seen this echoed in comments across their videos: they have outstanding presentations of real-world situations, blending "by the book" with tips from highly experience pilots. A terrific combination. It's really a bummer they haven't produced new material in a while now. Staying subscribed, you never know 🙂
I’m studying for my instrument right now and this video has really helped me with my holding patterns. I use this same technique on my procedure turns as well
Interesting. Just started transitioning from a steam gauge 172N to a 172S with the Garmin 1000. Not yet using the auto-pilot so just hand flying for now. Doing prep for a "SODA" after losing my left leg from complications from knee replacement surgery. Thanks for posting.
When you make the turn at the gate (the turn to inbound), the distance is indeed 7NM, but that's 7NM from the fix DUMBB, not the length of the leg flown. That's why you didn't roll out of the turn properly and had to edit that part.
This is what I had the most trouble with going for my PPL. I don't know if it's an FAA thing or just my CFP, but I had to hold the pattern within +/- 100 ft altitude and within the time allowed for each leg. I failed the first time. It required four more hours of practice before I got it down.
I have been using a similar method with my autopilot, but I will use TRK mode on the outbound leg by visually setting the track line parallel to the inbound leg - this gives me wind correction to keep me from drifting further out from the inbound leg or, more importantly, getting too close to the inbound leg and potentially overshooting the inbound and getting on the non-hold side. Is there any reason not to do it that way? Also, if the wind correction (difference between HDG and TRK) indicates a wind that is pushing towards the inbound leg, I will bias the track line away from the parallel of the inbound because a tailwind while turning back inbound can also force me across to the non-hold side.
Technology is great, however it makes a pilot complacent. Perhaps, I am old fashioned, but I prefer to the hold manually. Crazy I know. That's, why we got our instrument ratings ! I remember doing my instrument check ride in a 150 with 1 one VOR. Examiner, was a very tough Korean fighter pilot. Never forget it, Colonel Bass asked : Khavari, can you do this with one VOR? Which I promptly said: yes, Sir ! He said, ok, it's your money ! That was back in the 70s. He had already busted me on my commercial once. I was fortunate to get my ticket on that hot, humid Tulsa, Oklahoma day !
Both good points. Lowering pilot workload and aids to increase situational awareness definitely save lives. The fear is that the bar for entry may be lowered or complacency increased with easier to use equipment. There was a crash near me where the NTSB said the pilot thought his autopilot was activated as he flew into the lake. Still need to keep the old skills fresh in case of GPS error (or if it is blacked out!).
The CDI needle clearly overshot while turning inbound..the aircraft still had 55-50 degrees more to turn. you edited that part n then showed a proper inbound intercepted leg. clever.
This is a good tutorial but a more check ride / real scenario would be to hold at a random DME point along an airway. E.g "Cessna 1234A, hold NE of the 15 DME ABC VOR R-240." Can you set this up on a non-published waypoint? Examiners frequently use these on check rides to move things along just as instructors do in training.
The flight guidance panel will always show the active autopilot functions in green. anything that is armed will be in white, and anything in magenta (which would be to the top right of the altitude bug selector) would be a vnav altitude, but thats not in the FGP area.
Bret Fugate entirely possible. The point is to turn at standard rate. The faster you go, the larger the bank angle. If you were holding above 6000 feet, it would be possible to need to bank 30 degrees, depending on your speed
It depends on where your are going to intercept your holding fix, if you take a line from your fix on your inbound leg and turn it 70° into the protected area of the hold, and draw a line it should segment the hold into 3 areas, one for direct, one for teardrop, and one for parallel, it depends entirely on where you are going to intercept your fix from. At least here in the US
Thanks-helpful video! Just one comment: I’ve never thought using the same letter for a mnemonic, especially with so many steps, was pedagogically wise. I was taught 5 T’s, and could never remember which T comes when. And now I have to add another T? That’s nuts, especially, as it’s pointed out in the video, how seldom we have to hold. It’s similar to the 3 G’s for engine failure in flight-when it really happens, are you really gonna remember which G to do first? Just think of all the mnemonics/acronyms we have to use, like CRAFT or CTAF or IMSAFE. What if they were all the same letter? Flight schools should get rid of all those T’s, use some imagination, and come up with something else.
why can't they just add a hold option on garmin just like on the airbus. won't it make life easier for everyone rather than all this hassle? just push the button and enter a unpublished hold. simple.
Or just the ability to create a hold off any waypoint.. Kind of like what you are saying. I've flown with a multitude of GPS/FMS systems and the G1000 is the only one I know that you are unable to create your own holds to have the autopilot fly on its own lol...
@@Evan-ed7pu To my knowledge you can create a hold at any waypoint in the flightplan, at least on the G1000nxi. Highligh the waypoint on the flightplan -> MENU -> CREATE HOLD. Then you can set the inbound or outbound course, left or right turns, and EFC time. Not sure if this is an nxi specific feature..
There was a hidden message in this vid, the dumbb point. The dumbb as published....but he drug out the as as in ass for relying on computer to do it 😂😂😂 but for good reason
The fix couldn't have been more fitting for us viewers.
Underrated comment right here
Gotta be honest. I've been flying for years and this is the best explanation of manual holding with the Garmin system I've ever seen. Thanks!
I have seen this echoed in comments across their videos: they have outstanding presentations of real-world situations, blending "by the book" with tips from highly experience pilots. A terrific combination. It's really a bummer they haven't produced new material in a while now. Staying subscribed, you never know 🙂
Excellent presentation, clear, concise and understandable. Great graphics. Helps a poor VFR pilot!
I’m studying for my instrument right now and this video has really helped me with my holding patterns. I use this same technique on my procedure turns as well
You guys are the best at these tips.
Interesting. Just started transitioning from a steam gauge 172N to a 172S with the Garmin 1000. Not yet using the auto-pilot so just hand flying for now.
Doing prep for a "SODA" after losing my left leg from complications from knee replacement surgery.
Thanks for posting.
Very nice video, which helped me to hold properly when I passed my EASA IFR checkride here in Belgium
This is really good, and helpful that you repeated the hold a couple of times.
Great refresher. Thanks for making this video.
Is it sad that I remembered “DUMB ASSSS…published” more than anything lol. Thanks for the great video guys!
Perfect explanation! Thank you so much!
Thanks so much ! Very helpful video.
thank you! very well explained.
When you make the turn at the gate (the turn to inbound), the distance is indeed 7NM, but that's 7NM from the fix DUMBB, not the length of the leg flown. That's why you didn't roll out of the turn properly and had to edit that part.
Thanks Homies!
This is what I had the most trouble with going for my PPL. I don't know if it's an FAA thing or just my CFP, but I had to hold the pattern within +/- 100 ft altitude and within the time allowed for each leg. I failed the first time. It required four more hours of practice before I got it down.
Wait, you had to show hold pattern for your PPL ???
@@coolhari2000 Might have non USA.
I have been using a similar method with my autopilot, but I will use TRK mode on the outbound leg by visually setting the track line parallel to the inbound leg - this gives me wind correction to keep me from drifting further out from the inbound leg or, more importantly, getting too close to the inbound leg and potentially overshooting the inbound and getting on the non-hold side. Is there any reason not to do it that way? Also, if the wind correction (difference between HDG and TRK) indicates a wind that is pushing towards the inbound leg, I will bias the track line away from the parallel of the inbound because a tailwind while turning back inbound can also force me across to the non-hold side.
wooow! I have no words to express my gratitude. thanks very much! btw, what software do you use for training?
Thank you for the lesson Martin short😂 but for real thank you!
Mike K how is it going after a year and applying for the soda?
Technology is great, however it makes a pilot complacent. Perhaps, I am old fashioned, but I prefer to the hold manually. Crazy I know. That's, why we got our instrument ratings ! I remember doing my instrument check ride in a 150 with 1 one VOR. Examiner, was a very tough Korean fighter pilot. Never forget it, Colonel Bass asked : Khavari, can you do this with one VOR? Which I promptly said: yes, Sir ! He said, ok, it's your money ! That was back in the 70s. He had already busted me on my commercial once. I was fortunate to get my ticket on that hot, humid Tulsa, Oklahoma day !
All good to preach about the good old days. This technology saves lives.
Both good points. Lowering pilot workload and aids to increase situational awareness definitely save lives. The fear is that the bar for entry may be lowered or complacency increased with easier to use equipment. There was a crash near me where the NTSB said the pilot thought his autopilot was activated as he flew into the lake. Still need to keep the old skills fresh in case of GPS error (or if it is blacked out!).
The CDI needle clearly overshot while turning inbound..the aircraft still had 55-50 degrees more to turn. you edited that part n then showed a proper inbound intercepted leg. clever.
1:33 "Hold it, dumbass" Sorry, couldn't resist :D
Why not just build the hold for the autopilot? Is that only a G1000 NXi thing?
did this G1000 have some synthetic vision or is that just because this is simulated view?
Why are there no updates from the front anymore?
Why not go into the flightplan page select the waypoint and select hold over fix and let it do it for you?
This is a good tutorial but a more check ride / real scenario would be to hold at a random DME point along an airway. E.g "Cessna 1234A, hold NE of the 15 DME ABC VOR R-240." Can you set this up on a non-published waypoint? Examiners frequently use these on check rides to move things along just as instructors do in training.
Mossy and Peter failed their IFR checkride.
Why is the ribbon with HDG/AP etc. in green mode if the HSI/CDI is in GPS mode?
The flight guidance panel will always show the active autopilot functions in green. anything that is armed will be in white, and anything in magenta (which would be to the top right of the altitude bug selector) would be a vnav altitude, but thats not in the FGP area.
So it’s normal to bank at 30 degrees in IMC?
Bret Fugate entirely possible. The point is to turn at standard rate. The faster you go, the larger the bank angle. If you were holding above 6000 feet, it would be possible to need to bank 30 degrees, depending on your speed
@@Abra089 Yeah, but when flying IFR you either do rate 1 turns, or 25 degrees bank maximum. So 30 degrees is a no-no.
Are there Rocket Bunny kits for Cessnas now?
WhiskeyFox I'm based about 5 miles from Rocket and we all enjoy getting clearances for rocket bunnies
turning direct onto an oubtound leg? must be different in the US, never heard of that before.
It depends on where your are going to intercept your holding fix, if you take a line from your fix on your inbound leg and turn it 70° into the protected area of the hold, and draw a line it should segment the hold into 3 areas, one for direct, one for teardrop, and one for parallel, it depends entirely on where you are going to intercept your fix from. At least here in the US
Which G1000 trainer is it?
Hold at dumb ass published! XD :P
Thanks-helpful video! Just one comment: I’ve never thought using the same letter for a mnemonic, especially with so many steps, was pedagogically wise. I was taught 5 T’s, and could never remember which T comes when. And now I have to add another T? That’s nuts, especially, as it’s pointed out in the video, how seldom we have to hold. It’s similar to the 3 G’s for engine failure in flight-when it really happens, are you really gonna remember which G to do first? Just think of all the mnemonics/acronyms we have to use, like CRAFT or CTAF or IMSAFE. What if they were all the same letter? Flight schools should get rid of all those T’s, use some imagination, and come up with something else.
Good choice of destination for old guy like me: dumb
Why wouldn't you just keep it in HDG Mode? Seems like unnecessary extra work to change from NAV and HDG mode...
why can't they just add a hold option on garmin just like on the airbus. won't it make life easier for everyone rather than all this hassle? just push the button and enter a unpublished hold. simple.
Or just the ability to create a hold off any waypoint.. Kind of like what you are saying. I've flown with a multitude of GPS/FMS systems and the G1000 is the only one I know that you are unable to create your own holds to have the autopilot fly on its own lol...
@@Evan-ed7pu exactly right. I hope they make the change.
@@Evan-ed7pu To my knowledge you can create a hold at any waypoint in the flightplan, at least on the G1000nxi. Highligh the waypoint on the flightplan -> MENU -> CREATE HOLD. Then you can set the inbound or outbound course, left or right turns, and EFC time. Not sure if this is an nxi specific feature..
There was a hidden message in this vid, the dumbb point. The dumbb as published....but he drug out the as as in ass for relying on computer to do it 😂😂😂 but for good reason
Hold at DummAss..... lmao