2-Types of entry:
Once we figured out where is this holding pattern, let talk about types of entry.
There are three types of entry, depending on your location when approaching the holding fix.
Divide the airspace in two parts along the inbound leg of the hold (1), then at right angle starting
from the fix (2). Lastly, tilt the line N2, 20 degrees down to the side of the holding pattern (3).
You end up creating four sectors (actually three) which give you the type of entries required.
Direct Entry
Parallel Entry
Teardrop Entry
Since we visualize the holding pattern directly on the DG or HSI, the entry method and the
headings to follow become straightforward.
In our last example (a nonstandar
the 330 degrees radial), we would
teardrop entry, i.e. fly direct to th
with a 360 heading, then upon pas
flag changes from TO to FROM),
degrees heading (330 degrees PLU
start the timer for one minute, th
(standard rate turn) to intercept an
of YMX VOR and enter the hold.
Lets say we are heading from the
heading. This time we have to perf
i.e. we fly direct to the fix with a 0
upon passing the fix (the VOR/HS
TO to FROM), we turn outbound o
with a standard rate left turn. Whe
turn, we start the timer for one m
go. At the end of one minute (plus
correction), we start the turn to int
330 radial inbound and enter the h
Here we are flying direct the VOR
240 heading. Our position calls fo
we fly direct the VOR with a 240
passing the fix (the VOR/HSI flag
FROM), we turn right to a headin
parallel to the inbound course and
one minute, then turn right (not
with the other type of entries) to in
inbound the 330 radial and enter th
Practice a little bit using this method and avoid drawing anything on a piece of paper. When
youre flying in the clouds your eyes should be on the instruments and seldom elsewhere!
The trick is to VISUALIZE and PRACTICE.
3-Flying the hold
Now its time to relax and let the autopilot do the job No just kidding, unless you fly one
of these all-computerized FMS machines that can do a Hold with a simple couple of
keystrokes
Once youve entered the Hold either way, you should be flying inbound the fix, tracking the
VOR radial or the NDB inbound course. You have to remember that a Hold is (in most cases)
one minute long on the inbound leg when below 14000feet or 1 minute when above
14000feet.
In order to reach that goal, and keep the ATC happy, we have to account for the wind. We
will have to compensate for headwind or tailwind by adjusting the outbound leg so the
inbound leg is one minute or one minute long.
When to start the timer?
For the inbound leg:
- As soon as you roll out from the inbound turn out OR intercept the inbound track,
start the timer.
- When abeam the station at a VOR (the flag changes from TO to FROM) or a NDB
(The needle flips from the nose to the tail), stop the timer.
For the outbound leg:
-If the Holding fix is a VOR, when the TO-FROM indicator changes from FROM to TO, start
the timer.
-If the holding fix is a NDB, when the needle points (with no wind) 90 degrees to the left or the
right, i.e. points to the wingtip, start the timer.
Turns are never timed, as they are standard rate turns.
You end the outbound time and start the inbound turn depending on the wind.
Adjusting the outbound leg.
If you dont know the winds aloft, fly the first pattern with a one minute outbound leg. Then
measure the time required to fly the inbound leg. For the second pattern, fly the outbound leg by
adding or substracting to one minute the difference between one minute and the time you flew
the inbound leg. Confused? An example will make it clear.
If the first outbound leg was 1 minute and the inbound leg took 30 seconds, fly the next
outbound leg for 1 minute (60sec+30sec). (Headwind on the outbound leg, see the example
below)
If the first outbound leg was 1 minute and the inbound leg took 1 minute and 15
seconds, fly the next outbound leg for 45 seconds (60sec-15sec). (Headwind on the inbound
leg)
Wind correction and Crosswind.
In a perfect world, there would no be crosswinds. But in real world (and even in simulation!) the
crosswind is something to be accounted for in a Hold.
Since both turns are standard rate, a crosswind causes the downwind turn to have a larger radius
than the upwind turn.
So the racetrack looks now more an egg shaped oval when crosswind is involved.
Now you have your answer ready when ATC calls in and ask the reason for the strange pattern
youre drawing on his scope!
So obviously one have to fly the pattern while correcting for the wind.
The rule of thumb is to double the inbound leg wind correction angle on the outbound leg.
On the inbound leg, track the VOR radial and use whatever correction angle is needed to
compensate the drift and stay on course. Note the wind correction angle you are using.
So if you had to fly a 100 degrees heading (1) to stay on course inbound of a 270 radial (90+10
degrees wind correction angle), in order to compensate for a crosswind coming from your right,
you will fly a 250 degrees heading (2) outbound (270-(2*10 degrees)) for the outbound leg.
4-Exiting the hold
After a couple of turns, the ATC will probably release you from the hold (at last!)
But if youre five minutes from the EFC time, ask the ATC for a clearance (hes probably
asleep), as you need to know what to do next. He will then clear you for another Hold (oh
nooo!), have you descend to another altitude and hold(Shuttle Hold, more on that later), or give
you radar vectors to proceed direct to the approach.
In case of radio communication failure, squawk 7600, hold until reaching the EFC time,
then proceed as filed, i.e. fly the full approach or proceed to the next waypoint on your route.
In all cases, try and adjust your speed so you leave the Holding pattern as close as possible as the
EFC time youve been given in the holding clearance.
Shuttle procedure.
A shuttle procedure is a maneuver involving a descent or climb in a pattern similar to a holding
pattern. It is used on instrument procedures located in mountainous areas, or for certain types of
missed approaches, or when ATC clears a plane, located below in a stack, for the approach and
instructs the planes holding in the same airspace to descend one step further.
The maneuver is flown exactly the same as a holding pattern, except that descent will occur
within the inbound or the outbound leg. In order to prevent the airplane from exiting the
protected airspace, speed is restricted to 200kts IAS.
