Two Dogs,
few things. Firstly Sector 3 is divided up into a Sector 3A and 3B. This 5 degree tolerance people are talking about DOES not apply to a Sector 3A.
Sector 1- 110 degrees parallel entry per DAP/JEPP charts means turning onto outbound leg after station passage. Timing commences Abeam aid or wings level- this is critical for keeping the holds/sector entries within the 5 degree tolerance on a CDI for example. All turns in Sector 1 are max AOB due to the proximity of outbound and inbound tracks and thus the intercept inbound is going to be a tight one- ie 45 degrees or less.
Sector 2- 70 degree offset entry. Lets say inbound track is 270 to station, you are coming in from 090. Outbound track is 090 as well, so you would track 30 degrees left (ie 060 if pattern is to the right) Then commence 1 minute timing or per charts. 1 knot of headwind increases timing before turning inbound by 1 second ie if 5 knots headwind 1 mins 5 secs till you turn inbound. Opposite for A tailwind.
Sector 3A as discussed- remaining sector and 30 degrees either side of the inbound track.
Sector 3B.. Remaining sector- put aircrafts wing 90 degrees to outbound leg. Ie if outbound leg is to your right 090 degrees, then track northbound for for 15 secs nil wind, 10 for tailwind and 20 for headwind before turning onto 090. Commence approach as normal.
Critical things in the sector entries are staying ahead of the acft, so anticipate turn by setting new heading 10-15 secs before you turn and keeping a good scan going between AH, ASI, etc.