Architecting for Palo Alto

Strat Cloud Manager ( => move away from Panorama 
Prisma Access (Global Protect)
Commits

General Protection

• Zone Protection profiles on all interfaces
• Migrate to Application-based rules
• Shared rules .. eg.  geoblocks, bad apps, cleanup
• Criticality threshold, medium severity is common
• Zero trust
• External Dynamic List

Remote User /On-Prem Protection

• Threat Protection
• URL Filtering
• SSL Forward Proxy (SSLD)
• Global Protect VPN W/Full Tunnel & HIPs
• User-ID
• Data Redistribution

Responsiveness

• Directional Clean up rulesHA configured locally, not in panorama
• Link and path monitoring for hardare 
• Baseline or referenece device group
• use tags
• Self-documentation configuration
• Security profile group for different use case
• Device group tiers and shared templates

Resilience

• Automate update installation, config backups
• Separate virtual router for secondary ISP
• Use path monitoring (not PBF) for route failover
• HA configured locally, not in Panorama
• Link and path monitoring for Hardware failover
• Use monitor profiles for all IPSec tunnels

Palo Alto

Prisma  Access - Associate Tenant

Prisma Access - Mobile Developer Tenant

Panorama Gateways

Landing

 

#The Art of Perfect Landing: Mastering Traffic Pattern Procedures Overview

Mastering traffic pattern procedures is essential for safe and efficient arrivals at non-towered airports, providing a standardized flow of aircraft within the terminal area and enhancing predictability in a potentially hazardous environment. Join us as we delve into the intricacies of traffic patterns, transforming the once perilous rectangular course into a streamlined pathway to successful landings.

#Departure Leg (500-700 ft AGL)

Depart the runway and ascend to 500-700 feet above ground level (AGL). This phase offers a panoramic view of the airstrip and surroundings, enabling you to assess conditions and chart a successful approach.

#Crosswind Leg (700-900 ft AGL)

Transition smoothly from the upwind leg, maintaining 700-900 feet AGL. Here, refine your heading and position, preparing for the critical downwind leg.

#Downwind Leg (Established at TPA - 1000 ft AGL)

Descend to pattern altitude, usually 1000 feet above airport elevation, and establish on the downwind leg. This segment parallels the runway, providing stability in the dynamic environment.

#Base Leg

Initiate a controlled descent from pattern altitude to 500-600 feet AGL. Adjust throttle and configuration, preparing for the transition to final approach.

#Final Approach
Align precisely with the extended runway centerline, maintaining a speed at roughly 1.3 times your aircraft's stall speed (Vso). Execute a controlled descent from 500-600 feet AGL, guiding the aircraft smoothly toward your target landing point for a precise and graceful touchdown.

In aviation, flexibility is paramount as each landing presents unique challenges. Adaptation to changing variables is crucial, aiming to gracefully bleed off excessive airspeed and altitude. Remember, always be mindful of wind direction.

#Essential Reminders
- Flexibility: Each landing presents unique challenges; adaptability to changing variables is crucial.
- Control: Gracefully manage airspeed and altitude, always being mindful of wind direction.
- Good Instruction: While this serves as a helpful guide to the theory and steps involved in the landing sequence, it is not a substitute for your flight instructor and the essential, high-quality one-on-one training they provide.

Q.What would you add or change to this overview of the landing Pattern at non-traffic airfields?

Wishing you blue skies, tailwinds, and safe flying! The Sky's The Limit @top fans #aviationgeek #pilot #avgeek #pilotlife #studentpilot #airplane #aviation #usa #uk #Portugal "πlot" Merchandise 2024 "This is not meant to replace your instructor, but to add to the knowledge you have already gained." 

Holding Pattern-

 Greetings Aviators & Aviation Aficionados Today, we're diving into the fascinating world of holding patterns – a critical skill for pilots especially in your initial IFR Traning, it not only combines precision, patience, and strategy. But, it's not just about the maneuvers; it's about the stories and experiences each of you brings to the cockpit.

Holding Patterns: More Than Just Circles in the Sky, Imagine you're nearing your destination, but there's traffic congestion, poor weather, or maybe a runway is temporarily closed. That's where holding patterns come into play, keeping you safe and organized in the sky.

Understanding the Three Types of Entries:

#Direct Entry
- Situation: When the aircraft's approach path is within 70° of the holding course.
- Procedure: The aircraft turns to intercept the holding pattern and continues in the direction of the hold.
- Key Fact: Most straightforward and efficient entry, minimizing the need for significant maneuvering.

#Parallel Entry
- Situation: When the aircraft approaches the holding fix from the opposite side of the holding course, within a 110° sector.
- Procedure: The aircraft overflies the holding fix, turns outbound on a heading parallel to the holding course for one minute, then turns towards the holding pattern to re-intercept the inbound course.
- Key Fact: Used when the aircraft's approach does not allow a direct or teardrop entry, ensuring a smooth transition into the pattern.

#Teardrop Entry
- Situation: When the aircraft's approach path is between 70° and 110° of the holding course on the non-holding side.
- Procedure: After crossing the holding fix, the aircraft turns to a heading typically 30° away from the outbound course for a specified period before turning to intercept the inbound course.
- Key Fact: This method provides an efficient way to align with the holding pattern when approaching from specific angles.

#Additional Key Facts:
1. *Speed Limits:
- Below 6,000 ft MSL: 200 KIAS
- Between 6,001 ft - 14,000 ft MSL: 230 KIAS
- Above 14,000 ft MSL: 265 KIAS
2. **Timing for Inbound Legs:
- Below 14,000 ft MSL: 1 minute
- Above 14,000 ft MSL: 1.5 minutes

3. Turn Direction: Standard patterns use right turns, but ATC may instruct left turns (non-standard) at their discretion.

4. Altitude Separation: Aircraft in holding patterns are typically separated by at least 1,000 feet.

#3Essential Elements
1-Holding Fix: The geographic point or navaid where the hold is centered. Knowing your hold fix is critical for determining the rest of your holding strategy.

2-Direction from the Fix: Understanding whether the holding pattern is standard (right turns) or non-standard (left turns) and the orientation of your entry in relation to the fix.

3-EFC Time (Expect Further Clearance): This is the time you can expect to leave the hold. Always keep an eye on fuel and plan accordingly.

#Final Thoughts...
Holding patterns test a pilot's ability to visualize and execute flight maneuvers precisely. Mastering these entries is crucial for safe and efficient flying, embodying the principle of piloting with intelligence and foresight.

Remember, pilots, practice makes perfect! Keep refining these skills to ensure safe and smart flying.

Wishing you blue skies, tailwinds, and safe flying! "πlot" - Merchandise 2024

certificate - VFR, IFR, Commercial, CFI, CFI II, Commercial multi engine, ATP

Private vfr 6 months 2-3 x per week
Private instrument -3 months 
Commercial pilot -d 250 hrs 
CFI - 
CFI II - 3 months
Commercial Multi engine
ATP

Clear for the Approach

Cessna MC465Y you're 4 miles from JERIT, Turn Left Heading 300, Maintain 3000 until establish, you're clear  ILS3-4 for the approach into Boston. 

PTAC - Position Turn Altitude Clearance
P  _position is where you are (you do not need to repeat back to ATC
T - Turn to intercept the Approach
A - Altitude altitude you're already at 
C - Clearance is typically what you've requested. 

IFR Clearance 
CRAFT   Clearance - Route - Altitude- Frequency - Transponder
RAFT 

5' T
Time
Turn 
Twist
Throttle
Talk 

5 A's
ATIS
Altimeter
Alignment
Approach
Avonics

Holding Pattern
Direct
Parallel
Tear Drop

Reference

https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.5.html

https://www.redbirdflight.com/landing/instrument-approaches-five-as-and-ts

Holding Pattern

Geetings Aviators & Aviation Aficionados Today, we're diving into the fascinating world of holding patterns – a critical skill for pilots especially in your initial IFR Traning, it not only combines precision, patience, and strategy. But, it's not just about the maneuvers; it's about the stories and experiences each of you brings to the cockpit.

Holding Patterns: More Than Just Circles in the Sky, Imagine you're nearing your destination, but there's traffic congestion, poor weather, or maybe a runway is temporarily closed. That's where holding patterns come into play, keeping you safe and organized in the sky.

Understanding the Three Types of Entries:

#Direct Entry

- Situation: When the aircraft's approach path is within 70° of the holding course.

- Procedure: The aircraft turns to intercept the holding pattern and continues in the direction of the hold.

- Key Fact: Most straightforward and efficient entry, minimizing the need for significant maneuvering.

#Parallel Entry

- Situation: When the aircraft approaches the holding fix from the opposite side of the holding course, within a 110° sector.

- Procedure: The aircraft overflies the holding fix, turns outbound on a heading parallel to the holding course for one minute, then turns towards the holding pattern to re-intercept the inbound course.

- Key Fact: Used when the aircraft's approach does not allow a direct or teardrop entry, ensuring a smooth transition into the pattern.

#Teardrop Entry

- Situation: When the aircraft's approach path is between 70° and 110° of the holding course on the non-holding side.

- Procedure: After crossing the holding fix, the aircraft turns to a heading typically 30° away from the outbound course for a specified period before turning to intercept the inbound course.

- Key Fact: This method provides an efficient way to align with the holding pattern when approaching from specific angles.

#Additional Key Facts:

1. *Speed Limits:

- Below 6,000 ft MSL: 200 KIAS

- Between 6,001 ft - 14,000 ft MSL: 230 KIAS

- Above 14,000 ft MSL: 265 KIAS

2. **Timing for Inbound Legs:

- Below 14,000 ft MSL: 1 minute

- Above 14,000 ft MSL: 1.5 minutes

3. Turn Direction: Standard patterns use right turns, but ATC may instruct left turns (non-standard) at their discretion.

4. Altitude Separation: Aircraft in holding patterns are typically separated by at least 1,000 feet.

#3Essential Elements

1-Holding Fix: The geographic point or navaid where the hold is centered. Knowing your hold fix is critical for determining the rest of your holding strategy.

2-Direction from the Fix: Understanding whether the holding pattern is standard (right turns) or non-standard (left turns) and the orientation of your entry in relation to the fix.

3-EFC Time (Expect Further Clearance): This is the time you can expect to leave the hold. Always keep an eye on fuel and plan accordingly.

#Final Thoughts...

Holding patterns test a pilot's ability to visualize and execute flight maneuvers precisely. Mastering these entries is crucial for safe and efficient flying, embodying the principle of piloting with intelligence and foresight.

Remember, pilots, practice makes perfect! Keep refining these skills to ensure safe and smart flying.

Captain Ferouze,

Air Speed

 

The different colored arcs and lines represent various important airspeeds:

White Arc (V_SO to V_FE): This is the flap operating range, where it is safe to use the aircraft's flaps. The lower limit of the white arc (V_SO) is the stalling speed or minimum steady flight speed in the landing configuration. The upper limit (V_FE) is the maximum speed with the flaps extended.

Green Arc (V_S1 to V_NO): This is the normal operating range of the aircraft. The lower limit of the green arc (V_S1) is the stalling speed or minimum steady flight speed obtained in a specified configuration. The upper limit (V_NO) is the maximum structural cruising speed, beyond which you may encounter turbulence that could lead to structural damage.

Yellow Arc (V_NO to V_NE): This range is for operations in smooth air, and caution should be exercised. Flying in this range should be avoided unless the air is smooth, and speed should not exceed the boundary indicated by the red radial line (V_NE).

Red Line (V_NE): This indicates the never-exceed speed, which is the maximum speed the aircraft should not exceed under any circumstances. Exceeding this speed is likely to cause structural damage or failure.

These indicators help the pilot operate the aircraft within safe speed parameters to avoid stalls, structural damage, or loss of control.