Advanced Holding Patterns

Christian PezallaATP, CFII

Tonight’s Presentation

• Quick review of the basics• Wind Correction and Timing• Myths and common mistakes• High wind situations• Dealing with disorientation

What is holding a pattern?

• Racetrack Shaped Pattern

• Used to:

• Hold aircraft during delays

• Hold aircraft during inclement weather

• Provide course reversal (procedure turn)

• Provide default actions at clearance limit

• Climb aircraft to required altitude

• Handle aircraft in non-radar environment

Hold Segments

Inbound TurnOutbound Turn Outbound LegInbound Leg

No-Wind Pattern (1 Min Legs)

1 Minute Inbound Leg

1 Minute Outbound Leg

• 1 Minute Outbound Turn• 180 Degrees of heading

Change

• 1 Minute Inbound Turn• 180 Degrees of heading

Change

Lateral Wind Correction

Wind affects the path of the aircraft at all times, even while turning turns

A 1 minute pattern with no adjustment for wind requires 4 minutes to complete. 4 Minutes equals 1/15 of an hour

A 15kt wind will push the aircraft off course by an entire mile in the time required to complete one circuit

A 30kt wind will push the aircraft 2 miles off course unless correction are made for wind

Lateral Wind Correction (Wrong)

Example 1

• No outbound wind correction

• Entire inbound leg used to correct

• Aircraft is pushed during both turns and outbound leg

Lateral Wind Correction (Wrong)

Example 2

• Outbound wind correction insufficient

• Inbound leg correcting for wind but not returning to inbound course

• Aircraft is pushed during both turns

Example 1

• No outbound wind correction

• Entire inbound leg used to correct

• Aircraft is pushed during both turns and outbound leg

Lateral Wind Correction (Correct)

Example 3

• Outbound wind correction

(Triple Method)

• Inbound leg properly aligned after turn

• Aircraft is pushed during both turns

Same as Example 3

• Outbound wind correction towards wind

• Inbound leg properly aligned after turn

• Aircraft is pushed during both turns

Timing PointsStart Outbound Timing

1. Abeam the Holding Fix

2. Wings Level(If Abeam Point Cannot be Determined)

Complete Timing and Turn Inbound

Complete Timing at the Fix and Turn Outbound

Start Inbound Timing1. Crossing the

Inbound Course2. Rolling Wings Level

-Whichever occurs first

Timing for Wind

Outbound Timing Too Long Correct Timing Correct Timing

What to Write Down

• All of the Instructions• Write down and readback all parts

of the ATC clearance• If too busy for readback, say

“standby for readback”

• Inbound Course• Determine and write down the

inbound course• May be the same as the number in

the clearance or reverse

• Outbound Heading• Determine and write down the no-

wind outbound heading• Will always be the opposite of the

inbound course

• Time or Distances• Determine distances or timing to

be used and write down

Navigation Sources

• VOR• VOR Only• VOR/VOR• VOR/DME• VOR Area Nav (RNAV)

• NDB• NDB Only• NDB/VOR• NDB/DME

Navigation Sources

• VOR• VOR Only• VOR/VOR• VOR/DME• VOR Area Nav (RNAV)

• NDB• NDB Only• NDB/VOR• NDB/DME

• GPS• OBS Mode• Database Mode

• ILS• ILS/Marker Beacon• ILS/LOM• ILS/DME• ILS/GS• ILS/VOR

ATC Instructions

Holding instructions will always include:

The direction of the hold from the fix (orientation) The holding fix to be used (May or may not be a NAVAID) The course that defines in the inbound leg (radial, bearing or track to) The direction of the turns Expect Further Clearance time (EFC)

Holding instructions are “instructions” not a clearance

VOR Holding (Always Timed)

Cessna 1234, Hold south of the Ranger VOR on the 180 radial, make right hand turns, and expect further clearance 1400Z

Cessna 1234, Hold northeast of the Volunteer VOR on the 030 radial, make left hand turns, and expect further clearance 1200Z

ATC Instructions:

Direction Holding Fix Inbound Course Direction of Turns Expect Further

Clearance TimeWrite Down:

All of the Instructions Inbound Course Outbound Heading Time or Distances

VOR/DME Holding (with Timing)

ATC Instructions:

Direction Holding Fix Inbound Course Direction of Turns Expect Further

Clearance Time

Write Down:

All of the Instructions Inbound Course Outbound Heading Time or Distances

GPS Holding

• Satellite Based• Ground Speed read accurately at all positions• Distance is measured from the selected fix (not the NAVAID)• Three Types of GPS Holds• GPS OBS Holding• GPS Database holding• GPS FMS Holding

GPS OBS Holding

• Functions like a VOR Hold• Fix, NAVAID, intersection or airport• Works with user defined waypoints• Provides distance to fix information• Inbound course must be manually set• GPS will not provide entry guidance

GPS OBS Holding

• Functions like a VOR Hold• Fix, NAVAID, intersection or airport• Works with user defined waypoints• Provides distance to fix information• Inbound course must be manually set• GPS will not provide entry guidance User Defined

Waypoint

Simplifying the Hold with GPS OBS (Mode)• Replacing Ground Based Navigation• Allowed when not part of an approach• More stable and consistent than ground based systems• Constant CDI Scale• Normally requires OBS mode

GPS Database Holding

• GPS driven CDI• Provides distance to fix

information• Inbound course is automatically

set• GPS may provide entry guidance

Holding (Protected) Airspace

• Outlined in FAA Order 7130.3A• Determined by ATC• Not Readily Available to Pilots• Not Pilots’ Responsibility• Depends on• Altitude• Speed• Navigation Aid

Diagram Courtesy of the FAA

Flight on the Non-Holding Side is Normal

Diagram from FAA Order 7130.3A

Flying the Parallel Entry

Wrong (Attempting to Track Radial) Correct (Flying Outbound Heading)

Diagrams from FAA Order 7130.3A

Dealing with High Winds

• Consider the wind before entering the hold• Be aggressive with wind correction angles• Extend length of the hold legs• Increasing your speed in the hold• Do not make the outbound leg too short• Request a different hold

Disorientation

• When does it happen?• Before and during entry

• How does it happen?• Failure to understand hold orientation

• How do we prevent disorientation?• Clarify ATC instructions and write down headings

• What to do when it happens?• Fly 20 sec in any direction then turn back to fix and redo entry• Or fly outbound for 30 sec and reverse course

Key Points

• Always refer to the FAR/AIM for correct information

• Write down and readback air traffic control instructions

• Always confirm the navigation source in use

• Use large correction angles during high wind

Questions?

Direct Entry Procedure

• Fly directly to the fix and turn to the outbound heading• Apply wind correction to first

outbound if possible• Start timing at abeam point (or

wings level if abeam can not be determined)• Consider disregarding timing

from first circuit

Teardrop Entry Procedure

• After crossing fix turn to a heading 30 degrees towards the outbound leg (15 degrees for distance legs)• LARS (Left Add, Right Subtract)• Start timing over the fix• Turn over the fix could be either

direction• Turn inbound will be same as

direction of the hold

Parallel Entry Procedure

• Cross the fix and turn to the outbound heading• Do not track the radial, bearing

or course• Start timing while crossing the

fix• Fly specified time or distance

then turn opposite the direction of the hold

How to Best Utilize Technology

• Learn the functions and limits of your equipment

• Monitor navigation systems to ensure proper function and cross check against paper charts (or ipad)

• Use the most appropriate techniques, not necessarily the most automated method

Using Wind Information

• Knowing the Wind before Entering the Hold

• Winds Aloft Report (FD)• Pilot Reports (PIREPs)• Tracking prior to the hold• On board systems (GPS based)

• GPS wind vector• GPS track indicator

Advanced Cockpits

• Electronic Wind Information• Compares actual ground path against projected path• Inaccurate while turning• Inaccurate without correct airspeed, pressure, temp, heading and GPS data• Bad data when changing aircraft direction causes large changes in wind

• Building a User Defined GNSS Waypoint• May be used for points not defined in the GPS database

• Not all fixes are included in GPS databases• Out of date databases may be missing critical fixes

• Useful for training

G1000 Holding with MFD (Moving Map)• MFD only displays a hold if it is in the database• Holds in the database may not be changed or reprogrammed

• Size determined by groundspeed• Invalid airspeed data does not affect hold size

• Shaped determined by groundspeed and wind• Assumes no wind when wind data is not available

• Course deviation indicator does not track the MFD hold image• CDI functions are the same in database and OBS mode

• Flight director follows MFD holding pattern• Only works with database holds, not OBS

What is the Distance to KROME?

Distance to KROME

• I-MFA 15.1NM• DHP 10.6NM• KROME 00.0NM• COPRA 04.0NM• MAP 12.0NM• RW 13.2NM

Pencil Method

• Write down ATC instructions• Point aircraft towards fix• Determine outbound heading• Find that heading on gyro• Horizontal line is always offset

20 degrees with high set in the direction of turns• Second line is always vertical

Examples

• NBD App with GPS Overlay• One Minute Hold on GPS App• MADKS Fix• Crossing Altitude

ExamplesHolding PatternLateral Guidance: LOM AGFix Identification:• LOM (NDB)• Marker Beacons• DME from IRQ

VOR/DME Holding (with Distance Legs)

Cessna 1234, Hold south of the Orlando VOR 10 mile DME on the 360 radial, make right hand turns, with 4 mile legs and expect further clearance 2100Z

ATC Instructions:

Direction Holding Fix Inbound Course Direction of Turns *Leg Length* Expect Further

Clearance Time

Write Down:

All of the Instructions Inbound Course Outbound Heading Time or Distances

Parallel/Teardrop Split

Outbound Timing

(b) Outbound leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed. (FAA AIM, February 2013)

Abeam Point