(VIDEO 1) The Holding Pattern
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- Опубліковано 18 лип 2010
- Anthony Bottini, CFI, teaches the principles involved with flying a successful Holding Pattern as outline in the UND Aerospace IFR Standardization Manual. This time UND Lead Flight Instructor, Rob Clausen, and his student Matt Preysz sent in another great video sign-off. Check out the awesome pics from Arizona pilot and UND Alum, Jeff Larson.
Great job guys, your videos are so far the best!
Great video. Breaks down the information into steps that are easy to understand and remember. Thanks!
The best explanation I have ever heard!
Way to go. Its great to hear that you will follow your Private up with an Instrument rating. That instrument rating is key to helping you become a safer and more proficient Private Pilot and makes flying more accessible on those marginal weather days. Congrats and thanks for the comment!
Great video. I use the "6 Ts" Turn, Time, Throttles, Twist, Track, Talk. TRACK is super important. It means to maintain the proper holding ground track. That require triple drift correction on the outbound and single drift on the inbound.
Thanks UND. Appreciate your help.
punchoo, AIM recommends 1 minute entries for all timed holding patterns. This is reflected in AIM 5-3-8 under "Entry Procedures." However, for DME and GPS Along Track Distance holds, the AIM suggests flying the distance prescribed for both the entry and holding pattern. So the short answer, fly the leg distance during the entry procedure as recommended in AIM 5-3-8 j 5. In your case, yes, you would fly 4 NM outbound after crossing the fix prior to your inbound turn.
Jumpsuit, thanks for the question - and a good one at that. As SOON as you cross the fix with the intention of holding, you are established in the hold. So, basically, your first set of "5t's" can include your ATC report under "talk" in that acronym. Remember, this is a required report under IFR and so your phraseology should be clear and succinct: "Minneapolis Center, Cherokee 1234ND is established and holding at the Gopher VOR, six-thousand feet." Hope this helps. Have fun and fly safe!!
It is my understanding for the first pass over the fix, for a TD and PL entry, you indicate you are "entering" the hold. During the second pass you indicate "established" in the hold. For direct entries you indicate "established" after the first pass.
This is my first IFR video. I will start working on my rating this week. I have lots to read. Got my private pilot cert Saturday.
:)
yes i know this is a 7hr old video. but (at 4:42 in the vid) can the pilot fly towards the VOR, cross the VOR, turn right onto 330, begin his lefthand 1 minute SRT and join the pattern that way?
Jumpsuit, If following a STAR, the procedure usually ends in RADAR Vectors to the approach. Those vectors to the approach course replace a formal IAF. This holds true if vectored without a STAR. Many approaches also have multiple IAF/IAP depending upon where or how the procedure is being entered. Perhaps you have a link for the exact STAR you are describing that I can look at? Hope this helps.
Great review thanks
Well done!
Geez, holding patterns and NDB approaches were my two Achilles heels in instrument training. I had neither on my IFR ride, or else I would have failed. I haven't flown IFR in many years but want to get my comp check soon, so I'm trying to learn holding. Watching this video 3 times now it's beginning to sink in but I need to get in a sim or an airplane and DO IT.
Very informative, many thanks :)
Excellent! Thanks.
Thanks for sharing
Thanks alot for the answer! I'm really thankful for what your videos!
I have another question though.
Can the IAF be two diffrent points depending, if you make a full procedure or not?
If I'm following a STAR leading me to intercept the LLZ, the IAF is were the STAR begins? And If I'm going for a full procedure, the IAF would be the point the racetrack is based on passing it outbound..? lol hope you understand my question.
5:55 teardrop entry, crossing the fix, flying at an approximate 30 degree angled ""to"" the inbound leg. Should it be 30 degree angled away from inbound leg? for example, inbound leg 180 radial, outbound leg 180 course, for std holding, as depicted in video, you should turn after fix 150 course and hold time 1 minute?
Question sir: What computer software you used to illustrate holding entries
well recited, ty!
Very good, thanks alot!
nice video
Thanks alot for such informative video. Wanted to ask few questions
Q1:Why standard holding pattern always right side? Is there any specific reason?
Q2:And let down after a holding pattern should always be opposite side i.e left hand?
Umar,
You ask a good question regarding “why” the standard IFR holding pattern is to the right. Many of these “rules” are very old, the history and reasoning of some of these rules go back to the time of our grandfathers or great-grandfathers; 1930s-40s-50’s. I typed in your question in Google and this response comes from an AOPA (Aircraft Owners & Pilots Association) article on the subject. There are two plausible answers below. I’m not sure of the exact reasoning why the IFR system was designed in this way. I suspect that this rule is very old. Because of the passage of time it would be very difficult to establish beyond any doubt any single reason. But they both seem reasonable, especially the 2nd reason stated by the former TWA Captain.
““By turning right pilots keep the ‘unprotected’ area on ‘their’ side of the airplane and the protected area inside on their right wing. This is similar to why ‘left patterns’ are standard (to keep the runway on the pilot side because that is where we should be looking perhaps) versus ‘right patterns.’ Just one thought to share.’”
Writer and former TWA Captain Barry Schiff, author of AOPA’s Proficient Pilot column, recalled that he learned the reason for right-hand holding patterns in the mid-1950s, when he was studying for his instrument rating.
“Many holding patterns are executed in VFR conditions, which means that those in a holding pattern could encounter opposite direction VFR traffic that might be climbing or descending through the holding altitude. Veering to the right (as required by right-of-way regulations) to avoid opposite-direction traffic keeps the holding aircraft in its pattern. This would not be true when executing a left-hand hold, which is why left patterns are the exception, established only when necessary (because of terrain, for example).”
Very nice video. I have a question though. Shouldn't one wait to report established in the hold until your tracking inbound or is it common to report when crossing the fix for the beginning of the entry? Anyone have an oppinion on that? ty.
awesomed program!
Also, my first 12 hours were aerobatic flying in an Extra 300L :)
When I first heard of a holding pattern, I thought it is when the tower tells the pilot to just circle around the airport until they give him clearance to land.
Thank you!!!!
the radial hdg is not always outbound hdg. In this case, had you been told to hold NW of the fix as opposed to SE, 150 would be inbound and 330 outbound.
For parallel entries, after following outbound 1 minute and then intercepting inbound leg, how long shall we follow inbound? Because when we intercept inbound, we will be further than the start of inbound.
Until you reach the fix.
You need to intercept the inbound leg before reaching the fix and then, turn to the side of the holding patern you are flying
makes sense! thanks
Great Videos. Thanks.
Question: If performing a parallel or a teardrop entry on a 4nm published hold how long should the aeroplane be flown after passing the fix and before turning inbound towards the fix to commence the hold? Should it still be 1 minute or should it be 4nm? Logically it make sense to fly 4nm after passing the fix and then turn inbound towards the fix. Can't seem to find a clear answer to this. Can you throw some light on this? Appreciate it. Thanks
Punchoo Skywards You must figure out how long the plane flies for 4 nm. An easy rule of thumb is at 60 kts Groundspeed the airplane will fly 1 mile per minute. 90 kts GS=1.5 mpm, 120 GS=2mpm, etc.
very nice video....thanx
#DreamVikings a procedure turn is to reverse yourself as in a runway with a VOR approach and obstacles around while a tear drop is an entry to reduce the bank angle and turns in a hold , FYI a tear drop reverses your course perfectly but the only authorized PTs are +45 (1min) and the non standard +80-260
so each way serves a purpose but overall its regulations
Makes a lot more sense when you account for regulations and obstacle clearance. Thanks.
You are welcome :)
Turn, Time, Throttles, Twist, TRADE, Talk
I find TRADE useful should i need to be at a specific altitude when arriving at the fix :)
I have a question. Whats the difference between a procedure turn and a teardrop entry. Im not asking how to make them, I do know that, instead im asking why do I make teardrop entries to a holding pattern instead of procedure turns, and why i make procedure turns for course reversal instead of teardrops. Why one over the other for each situation? And thanks. Nice videos btw.
Pretty cool and clear
i am super confused now, 5:25 shows an entry guide for left hand turns but the holding pattern is right hand... right?!?
I was looking for this comment… I don't get it either! -.-
How many aircraft can be in a hold? I mean, if there are six planes in the same pattern, entry into the pattern is going to be a little dicey trying to avoid traffic. One plane per hold pattern? That would be the most logical, but I don't know, so I am asking!
+Täking Thë High Roäd Different altitudes 1000 ft. Several aircraft may fly the same holding pattern at the same time.
Good question Charles Fox! Generally, multiple aircraft are dispersed in different areas for clearance safety. Believe it or not, there are thousands of points which can be designated as a holding location.
1:52, youre welcome
ATC ask for Left hand holding & you show entry for Right hand holding Im confused
What type of aircraft is that at 1:00 mark!?
Agree 100%
At 6:15 he says the pilot should begin slowing "not less than 3 minutes before the fix." Wrong. The AIM says "Start speed reduction 3 minutes or less
"... when 3 minutes or less from the holding fix."
Question. 3:49 inbound heading TO the fix. Not from the fix. You are inbound to the fix not from the fix. 5:20 the holdings is set up for a non-standard left turn, but you showed it as being a rigtht pattern.
+jesus inzunza When ATC issues a holding clearance, they will always define the holding pattern by specifying the inbound leg itself, FROM the fix. At 5:20, the hold depicted was not intended to follow the previous clearances that were set up - we were just trying to show a standard holding pattern and diagram the entry sectors.
The sectors shown are incorrect for that hold. The entries should be flipped about the vertical access to be correct.
jķkapp0
@@parkex9840 5 years later and you are still right!
cool
Thanx
Turn/ Time/ Twist/ Throttle/ Talk/ Track. That makes it 6 Ts. Nice video.
Time, Turn, Time, Transition, Twist, Talk (US Navy)
Twist, Turn, Talk, Time, Throttle (Canada)
5:21 is wrong, it supposed to be a stand holding pattern (to the right) there it is classifying as a left holding.
The pattern depicted at 5:21 is a standard pattern and clearly shows right turns. Also, remember, when requested by ATC, holding patterns can come in all shapes and sizes and can include left turns instead of right turns - they can be "non-standard" so make sure to copy your clearance correctly.
What is difference between standard and non teardrop entry?
ali weya standard are right hand turns, nonstandard are left hand turns
Don't think of the radial/DME fix as a heading...they are totally separate things. I always start by making a dot for the VOR, then draw the radial, followed by a perpendicular line for the fix across the radial. Draw another perpendicular line on the radial depicting which side of the fix to hold on (in this case SE)...always drive to the holding fix on the radial FROM the direction you're told to hold (in this case SE) or a 330 course. Right turn is standard unless directed otherwise.
"...uhh...Sioux 55 can't remember all this crap. Can I just land and go home?"
When holding over a VOR, you start your outbound time when you are abeam the fix, yes, but not when your TO/FROM switches from TO to FROM. You start your time when your TO/FROM switches from FROM to TO. You should have your inbound course set, which in turn gives you a TO indication when you cross abeam the fix and remains a TO indication until you cross over your fix again.
mmmm😅😆😆😆😆
Hi sir , how are you and your flights doing ? hope for you CAVOK and SKC lol
Please sir Would u mind helping me solving this matter ?
Gliding calculation
An airplane at a certain altitude (ex 45000 ft ) with an engine out , and started gliding at a specific VS , How long can this a/c fly before touching the ground ?
On a multi , you don't glide , you proceed and try to restart it
and if it is a single engine , your glide distance is in the POH , for a Cessna 172 its 700ft v-rate and 1000ft for every 1.5nm
VS: vertical speed? 45,000': FL450, what is the elevation below the aircraft? Sea level, or the Himalayan mountains? Assuming VS means vertical speed and assuming there is nothing below the aircraft except the ocean, or sea level airport, and there is 45,000' feet then simply divide 45,000 (feet) by your vertical speed (feet per minutes) to determine the time it will take to descend from 45,000 to sea level. For example if your example engine out airplane is descending at 2,850 feet per minute then 45,000'/2,850'=15.789 minutes (time). 15.789 minutes converts to 15 minutes and 47 seconds (rounded to the nearest second). That is your answer in TIME. For your answer in DISTANCE you have to know the average ground speed. Make it simple and convert that ground speed (usually in hour increments) into speed per minute. With a known ground speed (per minute) multiply that value by 15.789 to determine the distance traveled. So, an average ground speed of 210 knots, equals 3.5 nautical miles per minute. 3.5 NM per minute X 15.789 minutes of descent (210 knot ground speed & 2,850' descending vertical speed per minute) equals 55.26 NM. Your example aircraft will cover 55.26 nautical miles before touching the ground.
If you have access to a Flight Handbook, look under the performance section. There is often a series of tables showing engine out glide speeds, varying wind scenarios, time and distance traveled flight planning data.
where i can download the piper for my FSX pls
Ok press auto holding in FMGS!
Example was a left hand turn, so the plane does right turns??!
Could you point to an ICAO document, which explicitly defines STANDARD holding with RIGHT turns please? 8168 doesn’t do a good job, it just describes right patterns, but doesn’t say which turn is standard...
vnratc : DOC 8168, Volume 1, Section 6.
I am a VFR pilot about to start learning my IFR. Can someone clarify one point. The first ATC direction was hold SE GFK on 150deg radial. From there it seems they are talking about an entirely different pattern, oriented 180deg, and the 150deg is only the entry vector in. If ATC says hold SE GFK on 150deg radial, I assume my inbound will be 150 and outbound 330, correct? The remaining example is 180/360 - confusing to a new person. THANKS FOR REPLYING!
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hellp full
more like just help
am I the only person watching this for a sim?
1:50 ;)
Yes, I like the idea. In Florida, we do get a lot of clouds and it's never bad to be more knowledgeable.
I have a standing bet with my instructor/friend...that I can keep a plane up in the air, before IFR rating, in the air indefinitely....non-gyro. I mean, partial panel is ok. Besides, I realize the FAA has researched and most non-IFR pilots eat it in 2 minutes.
Another instructor made snarky comments...
But, come on, REALLY, are people that incompetent? Watch your INSTRUMENTS, EASY.
:)
This would be easier to listen to if the annoying music in the background was turned off.
Complication...no understand...ME learner ingles.WELCOME TO BOGOTA DC COLOMBIA...
There’s waaaaaay too much emphasis on how to enter the hold. The MORE important issue is being on the PROTECTED side.
It's 6 T's - Time, Turn, Time, Transition Twist and Talk. The video is incorrect
Those MAX. speed in the hold are stupid.. While flying in hold, where is the point to rush in a hold? 😂😂
“Max speeds are stupid”, well ………… hopefully you will not always be flying a single engine piston airplane. The speeds have to do with terrain clearance, protected airspace and TERPs criteria. The faster you fly the further you fly per minute; at 100 knots you cover 1.66 NM every minute (no wind), at 200 KT it’s 3.33 NM. Add a 60 not tailwind at altitude, or more, and the distances covered increase proportionally. The airplane I fly cannot fly clean, slats/flaps up, at normal weights at 200 knots, 200 KTS is too slow it is BELOW minimum maneuvering speed for the clean configuration (at normal operating/landing weights). We fly in mountainous terrain, below radar coverage and frequently have to “hold”. It is important to know just how much protected airspace is out there under and around you while you are driving around at more than 3 miles a minute (and of course where the terrain is and how high that terrain is). Holding patterns are built with terrain considerations (and others as well) which is an additional reason there are MAXIMUM holding speeds associated with altitudes.
#CoverPhoto is inaccurate🤦🏽♂️picturing a #RighHold w/a #Leftechnique(HSI)👍🏾👎🏾