Well, the bloke in exile wrote:
"Next time over BNN, make your heading 130.". ."Continue the turn back to BNN and leave heading 130.". ."Continue the right turn onto a heading of 130."
None of which (if memory serves) feature in the Part 1.
He continues:
Also, partly, it is laze. There is a button on the CDU/MCDU of most modern airliners labelled "Exit Hold." You press this, and the aircraft turns back to the holding facility and points downroute. You can then select the heading and change mode, without having to wind the heading bug round and round and living with the worry that, in the event of a power glitch it might suddenly start turning in the other direction if you rotate it more than 180 degrees from your current heading.
He's part of the way to being right, but the wrong-way turn has nothing t do with power glitches, just the type/variant being flown, and the EXIT HOLD prompt does different things on some types (some will complete that 'lap' of the hold, others will turn immediately to the fix and leave), and in any case using EXIT HOLD in rersponse to an instruction to leave the hold on a heading would be poor technique.
More...
Interestingly, the Boeing FMC seems to do lazy turns in LNAV but 30 degree banked ones in HDG SEL, whereas the Airbus does 30 degree ones in NAV but 25 degree ones in HDG.
Here, he's plain wrong. Both aircraft, in NAV or LNAV, will use various rates of turn at various times. How they choose to do this is real rocket science. In HDG SEL, both types will use a pre-selected angle of bank, selected on the MCP/FMP.
No offence to Exile, but a little knowledge is a dangerous thing.