PPRuNe Forums - IR Question how do you know the entry into a hold just by looking at the HIS or DI

PPRuNe Forums (https://www.pprune.org/)

- Professional Pilot Training (includes ground studies) (https://www.pprune.org/professional-pilot-training-includes-ground-studies-14/)

- - IR Question how do you know the entry into a hold just by looking at the HIS or DI (https://www.pprune.org/professional-pilot-training-includes-ground-studies/523675-ir-question-how-do-you-know-entry-into-hold-just-looking-his-di.html)

IR Question how do you know the entry into a hold just by looking at the HIS or DI

Hey all,

I was on the sim practicing different entry’s into the hold but the technique I learned were I know the correct entry into the hold by just looking at the DI or HIS etc it did not work out for this particular hold for the heading I was on. I do not know why or maybe I made a mistake. The technique I have been using for years was giving me a result saying it was a direct entry but it was clearly a parallel entry when I paused. This technique was working fine up to this point.

I want to ask IR pilots what technique do they use when approaching a hold to know what entry it is just by looking at the DI or HSI.

I have copied the technique I use and want to ask is it correct.

First for right turn holdings: Divide your DI or HSI up in the following (clockwise):0-70 deg Teardrop, 70-250 deg Direct and 250-360 Parallell. Place your OUTBOUND holding course in either of the sectors and you`ve got your entry. For left turn holdings its the opposite. 0-110 Parallell, 110-290 Direct and 290-360 Teardrop.

Thanks.

get a copy of 'RANT XL' I always use the software before revalidations for a refresher some good lessons on there for hold entry

What you describe should work.

On the rare occasions I actually have to fly a hold, I always set the CDI needle to the inbound track for orientation - this works for ALL holds, whether flown on a VOR radial, GPS track, or ADF [although of course with the ADF the actual CDI serves no navigational purpose].

The rear end of the CDI then decides the entry, using the method you describe.

Doing it like this avoids the error of accidentally miscalculating the reciprocal track.

I use the same was as you describe and it has always worked fine. Can you remember the details of the situation?

Before flight during the IR, I would always use your method to brief myself on expectations then use Cobalt's method to confirm it in flight. Always worked. Are you sure you didn't subtract/add 70 to the wrong thing by mistake? I did that once despite applying the method correctly loads of times before.