Holding Basics
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Holding is considered one of the most difficult things to learn when flying instruments.
Any holding pattern includes the same four basic elements:
Holding Fix
Holding Course
Outbound Heading
Inbound / Outbound Ends
Each element of the holding pattern is just a simple heading or course intercept, just like normal IFR flying.
The holding fix is the point where the holding pattern begins and ends. A holding fix may be a VOR, NDB, intersection, GPS waypoint, or even a DME from a navigational aid.
Your holding course is the course to the holding fix. For example, if we are holding on the 180 degree radial from the holding fix, our holding course would be 360, or the reciprocal. If you are holding at anything other than a VOR, the air traffic controller will give you a course "to" the holding fix (i.e. "hold on the 180 course to the anytown NDB")
A holding pattern outbound heading is simply the reciprocal of the holding course. If your holding course is 360, the outbound heading is 180 in a no-wind scenario. The outbound heading is only a heading, and not a course to track or intercept. The outbound heading must be adjusted for wind to make sure that you do not fly outside of the "protected" are of the hold.
The inbound end and outbound end of a holding pattern are standard rate turns in the direction of holding. A right turn hold will have standard rate right turns, a left turn hold will have standard rate left turns. There is no adjustment to bank angle or rate of turn. Each turn should be flown at a standard rate only.
Additional points you need to be familiar with are the abeam point, and the holding/non-holding side of the hold.
The abeam point is where your wing is directly 90 degrees to the holding fix on the outbound leg. This point may occur during your turn to the holding leg depending on wind. It is important to know when you are abeam the fix so that you can start your outbound time.
The holding side of the pattern is also known as the "protected" side and is where you are making your turns and actually flying the pattern. The non-holding side or "non-protected" side is the area on the opposite side of the holding course. The non-holding side may not guarantee clearance from terrain, obstacles, or traffic, so it is very important to make sure that while flying the hold you stay on the holding side.
Holds are normally timed to fly a 1 minute inbound leg. This means that from the time you roll wings level on the inbound leg, to crossing the holding fix, should be one minute. To ensure a one minute inbound leg, the outbound leg must be adjusted for wind. A strong headwind on the inbound leg would require a shorter outbound leg, and a strong tailwind inbound would require longer outbound leg.
One minute is a goal, and it may take several turns in holding to come close. Don't worry if you don't always make it work, it's not a rule.
Instead of time, a GPS waypoint hold or a DME hold will usually specify a distance you must fly instead of time. These distances will either be published on the chart or approach plate, or else assigned by atc.
Now that you know the basics, you are ready to tackle the three holding entries: parallel, teardrop, and direct.
Пікірлер: 49
Intro/What are Holds: 0:00-3:44 How to fly the hold: 3:44-6:42 Flying the hold w/ wind corrections: 6:42-15:14 Holding Speeds: 15:14-17:43 Thanks for some great explanations Will!
I just have to add to the bunch, you have a great clear and concise way of teaching. Thank you for taking the time to make these videos and share your knowledge with the rest of us. Your videos are the reason I can do my instrument rating.
The BEST channel for Aviation and flying skills !! I have watched so many videos but these ones are the best, the author explains very clearly as at school, with very easy to understand drawings !! Very good work. Keep it up !!
Thank you Mr Liebhaber for clear and concise tutorial. Excellent instruction for a layman.
Thanks for the feedback, I will incorporate that into the lesson.
Very good and easy to understand. What can be confusing with reverse sensing is the VOR TO-From change as a means to identify the abeam point and start timing the leg.
Thank you for sharing this lesson. I will try to find your lesson explaining entries to the holding pattern. You make it so simple to understand.
Thanks for posting! Keep the lessons coming. You're doing a great job.
Thank you for taking the tiime for doing this.Well done.
@Klaviation
8 жыл бұрын
+Delmar829 Thanks for watching!
Very well versed in teaching such complicated subject. Makes me want to get my instrument rating. Keep them coming.
@Klaviation
9 жыл бұрын
Tariq Khan Thanks for the support!
Great video. Thank you so much for the selfless act to guide us. I am trying my best to safe some money to move on to my IFR ticket and with this video, you are helping me to make that possible.
@Klaviation
8 жыл бұрын
+Juan Carlos Thanks for watching and good luck to you on your instrument rating!
great video, very relax while talking so it gives the viewer a better understanding. :)
Excellent Instructor!!
Great video! Thanks!
master pieces!!!! thanks
Thanks for sharing it's very informative.
Thanks, very good instruction.
you guyz are perfect ,
Nice ,I like your voice,and your introduction
Nice work- Thx
Thanks I appreciate your video
Thank you bro
Very easy to understand! Good work!
@Klaviation
8 жыл бұрын
+Brandon Cherry Thank you!
@worawityamkoksong2238
7 жыл бұрын
Will Liebhaber
great lesson
Thanks. A help to me.
good job!!
Very nicely done. Thanks. I would change how you describe the speed for 6000 ft instead of less than to 6000 and below. You exclude 6000ft. Again very informative thanks for the tutorial.
You let me fall to sleep by your way of speaking!!
In the case of a GPS hold, wouldn't you want to make the heading after 2nm 170, rather than 180? I assume you'd want to have the basic wind correction still applied. I understand why you wouldn't want the 3x, but it seems like your extra room for the turn would decay.
Can I ask you a question please how the pilot know he is exactly on the fix or vor thank you very much.
please, post more video lessons thnx Pietro
I doubt anyone will respond, but HILPT and holding are different and have different requirements and mixing them with holding is WRONG to do - they are NOT a holding pattern unless ATC makes it one, then holding rules apply, not HILPT rules. There are distance-based (DME) holds that DO NOT require the pilot to go the full length of DME outbound on a holding entry (i.e., you can comply with the exact wording of AIM and parallel or teardrop for 1 min and then turn inbound to follow the pattern as depicted), and the FAA chief counsel in 2011 stated as such that unless the pilot is specifically given the distance by ATC, they can turn inbound early. I find it a travesty that nobody states the AIM method is a RECOMMENDATION, not law, and that the ENTRY and PATTERN are two different parts.
bueller...bueller...
anyone? anyone?
@gomphrena-beautifulflower-8043
7 жыл бұрын
sbentjies that's in another lesson. he didn't include it here because it would've been TMI. Note: If he "lost" you in this holding pattern presentation, play it again and again until you find yourself. It doesn't get more simple than this.
The music irritates.
@officergregorystevens5765
6 жыл бұрын
Good to know I'm not t he only one so 'easily' irritated heh... its like just soft enough that its as annoying as someone practicing guitar below you with no knowledge of how to play.. just fumbling along. ugh
The wind correction method doesn't seem right. The outbound ground track shouldn't be any different, only the heading correction into the wind. It's the same concept in a traffic pattern; adjust the heading to maintain proper distance from the runway on the downwind leg.
@Peter89H
7 жыл бұрын
In theory, yes. But imagine having a strong crosswind on your outbound leg (take the holding example from the video) By only applying a wind correction angle to meet the needs of a correct ground track, will result in a very steep and unsafe bank angle during the turn from outbound to inbound. The crosswind on the outbound leg is suddenly a tailwind during the turn, giving us a very short time frame to turn to inbound track (without passing over to the non-holding side). We want to strive for a rate one turn (3degrees/second). Usually 25 degrees bank angle (depending on your speed). That is only possible if we increase the wind correction on the outbound leg.
@JackY-pu5nh
6 жыл бұрын
You have to do the standard rate turn in holdings which means it is nearly impossible for you to correct the wind while you're turning. You'll have a big 180-degree arc on the downwind side and a small one on the upwind side
@oubobcats27
5 жыл бұрын
This exact scenario he explains around 11:20
Congratulations, you lost me. Can't anyone make this understandable? I get the timing-what I don't get is how you break up the sectors into direct, teardrop, and parallel..