Extreme Hold Joins
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Extreme Hold Joins
Hello
Obviously without an FMC - of you were in a jet and looking to manually join a hold from the Direct side arriving over the fix - but it requires a very hard turn to turn onto the outbound leg - is there a 'correct' way to do this?
For example joining a hold that is inbound on 180 Right turns and joining on a heading of 105 - what would be the correct way to join the hold??
Thanks
Obviously without an FMC - of you were in a jet and looking to manually join a hold from the Direct side arriving over the fix - but it requires a very hard turn to turn onto the outbound leg - is there a 'correct' way to do this?
For example joining a hold that is inbound on 180 Right turns and joining on a heading of 105 - what would be the correct way to join the hold??
Thanks
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Probably parallel entry, keeping in mind that recommended entries are just that, recommended, not required. I'll tell you what's NOT recommended: flying a jet without an FMC. That sounds like way too much work.
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Originally Posted by Amadis of Gaul
Probably parallel entry, keeping in mind that recommended entries are just that, recommended, not required.
1.4.1 The entry into the holding pattern shall be according to heading in relation to the three entry sectors shown
in Figure I-6-1-2, recognizing a zone of flexibility of 5° on either side of the sector boundaries.
in Figure I-6-1-2, recognizing a zone of flexibility of 5° on either side of the sector boundaries.
Originally Posted by Lafyar Cokov
For example joining a hold that is inbound on 180 Right turns and joining on a heading of 105 - what would be the correct way to join the hold??
Keep it simple, stupid. Works every time.
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Realistically if you stay in the protected area of the hold, I don't think it matters at all which entry you do. Even then, I've often heard people request two minute hold legs for passenger comfort if holding above MSA for a prolonged period.
On an IR test you obviously have to convince the examiner that what you did is sufficient to pass, but most are realistic about holds these days.
I don't think ATC ever saw what a hold entry or holding pattern was supposed to look like until they invented the FMS
On an IR test you obviously have to convince the examiner that what you did is sufficient to pass, but most are realistic about holds these days.
I don't think ATC ever saw what a hold entry or holding pattern was supposed to look like until they invented the FMS
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Just do as the book says. All joins will have a protected area. In your example, the book says direct so fly direct. What would be more important however is to be at the correct speed. In the example stated if one arrived at the fix a little fast (250 say) with a tail wind and below MSA then that could really spoil you day.
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172 Driver:
For Part 121 pilots the AIM "recommended" entries are de facto mandatory. They are a pass/fail item on company simulator check rides.
At a jet operating at maximum holding speed, which is usually the case for the least fuel burn, the correct entry can be critical in congested airspace. Of course most modern FMSes will do the correct entry.
FAA and ICAO, slightly different wordings. Recommended vs. Shall.
At a jet operating at maximum holding speed, which is usually the case for the least fuel burn, the correct entry can be critical in congested airspace. Of course most modern FMSes will do the correct entry.
Only half a speed-brake
