Today we will discuss what a hold is exactly, what is the purpose how to perform it and all the considerations and elements involved with the procedure.
To determine that the applicant: 1. Exhibits adequate knowledge of the elements related to holding patterns. 2. Changes holding speed at the appropriate time 3. Explains and uses the proper entry to keep the aircraft within the protected airspace. 4. Complies with ATC reporting requirements. 5. Uses the proper timing requirements 6. Complies with proper leg lengths when a DME distance is given. 7. Applies proper wind correction technique. Maintains airspeed knots, altitude feet, heading within degrees, and tracks the radial within ¾ scale deflection. 8. Demonstrated an appropriate level of SRM.
If there is a delay of any kind and ATC needs time to sort things out you may be put into a hold. You as the pilot may also ask for a hold if you happen to find yourself behind the aircraft and need to catch up.. Holds do not happen very often as the NAS system is efficient but at any time one may be issued for a wide variety of reasons. Holds are designed with a criteria that does both, separate aircraft and guarantee obstacle clearance. ( minimum of 1000 feet in the primary area and 500 feet at the inner edges of the secondary area tapering to zero at the outer edge.
You will always hold over a fix of some sort, such as a VOR, NDB, or airway intersection. Standard holds will consist of right handed turns to complete the pattern. While in a hold you want to achieve a 1 min. inbound leg or appropriate DME distance if one is to be used.
There are three different types of entries depending on how you are approaching your fix. They are: 1. Direct 2. Parallel 3. Teardrop o What determines which one you will use..?
70 degrees… 110 degrees… Tear drop entry parallel entry 180 degrees Direct Entry Lets draw some examples.. Holding Fix
1. Fly directly to the Fix 2. Once arriving begin a turn to the outbound heading and proceed outbound for 1 min. 3.At the completion of 1 min. make a 180 degree turn to the left to intercept your course inbound.
1. Fly directly to the fix. 2. Once arriving turn 30 degrees left of the outbound course and proceed for 1 min. 3. At the completion of that 1 min begin a standard rate turn to the right to intercept your course inbound.
Only difference is that you will turn to the left. If you are to fly a nonstandard pattern it will either be depicted that way or if being assigned a hold by ATC they will specify Non standard turns. If a direction is not specified assume a standard pattern making turns to the right. Same three entries. o Direct o Parallel o Tear Drop Still 1 min inbound or appropriate DME length.
No matter the entry when you arrive over the fix besure to perform the 5 T’s: Time (begin your timer) Turn (to the appropriate heading) Twist (the CDI for no reverse sensing and to maintain SA) Throttle (verify speed, should begin reduction when 3 min from fix) Talk (make a radio call the ATC that you are established)
Of course we can not forget about that wind and how it will affect our holds if not appropriately corrected for..
6000’ and below: 200KIAS 6001’ up to 14000’: 230 KIAS 14001’ and up: 265KIAS (also 1 ½ min in bound legs)
ATC might have you “hold as depicted” you will also receive an EFC time. If assigning an original hold ATC will include: o Direction from the fix o Name of the fix o Leg length o Direction of turns o EFC time Always be sure to receive an EFC time Biggest concern = fuel
Standard turns require a turn to the right and 1 min inbound, unless above 14000’ then 1 ½ min in bound. Non standard only difference, turns are made to the left. 3 types of entries: o Direct o Parallel o Tear Drop Don’t forget to correct for the wind Remember the 5 T’s Always get an EFC time from ATC Fuel is your number one concern
FAA-S E, Instrument Rating Practical test standards PTS FAA-H A Instrument Flying Handbook ASA: Instrument Procedures Tutorial handbook Visualizing IFR