Parallel Entry into Holding
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Everyone hates parallel entries. Almost every pilot will try to turn a parallel entry into a teardrop entry, just because they think the parallel is too difficult.
It's really not that hard, there are only 3 steps to fly a proper parallel entry:
Track to the holding fix in the parallel entry region.
Turn to parallel the inbound holding course
Make a standard-rate turn to intercept the holding course
Let's break down the steps.
First, we must be tracking straight to the holding fix and be in the parallel entry region. Attempting a parallel entry when not in the parallel entry region will not work out well. Parallel entries are unique, and can only be properly flown from the parallel entry region.
Once you cross the holding fix, immediately turn to a heading that parallels your inbound holding course. If the inbound holding course is 360, turn to 180. As with all entries, you will need to correct for wind to make sure you are paralleling the inbound course.
After we fly out outbound heading for one minute or the predetermined distance if at a hold based on distance, we are going to start a standard rate turn back towards the inbound holding course.
Now here's the difference to a parallel hold. When you turn back to inbound course you have two options:
Intercept and track the inbound course
Home to the holding fix
Even though intercepting and tracking the inbound course is preferred, it is perfectly acceptable to home to the holding fix instead. This decision will be based on how far from your holding course you wind up when making your turn inbound.
If you end up homing to the holding fix, just treat it as a direct entry into the hold. Make sure that about 1/2 to 1/4 mile before the holding fix you turn to a heading that is the same as the holding course. Although you may not cross directly over the fix, this will prevent you from making a standard rate turn over 180 degrees to the outbound leg.
While all of this may sound a little confusing, there's really no math to do. Try flying a few parallel entries next time you are practicing, and you may find they aren't as bad as you thought.
Now you're ready for teardrop and direct entries.
Пікірлер: 15
I have watched so many videos about holding, all of them stopped at determine the holding types, but your video is the only one tells us how to do it, with all the tricks. I finally clicked. THANK YOU SO MUCH 🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉
Finally a simple explanation, thank you
Exactly what I looked for. Thanks!
THANK YOU!
The main reason is to positively identify station passage so that you know exactly where you are. Not all aircraft are equipped with DME and using a point before the VOR wouldn't work without DME or GPS. The other reason is you turn toward the "protected" area. If you were already inside the hold, the turn would either be very tight within the protected area or else you would have to turn toward the non-protected side and potentially fly outside the hold.
After crossing the holding fix and making your outbound turn, fly as long as needed so that the inbound leg is exactly 1 minute. The time depends entirely on the wind. Your first turn in holding should be a 1 minute outbound so that you can determine the wind and adjust from there. If you already know the wind is strong, you can adjust for it on the first outbound and see if your prediction was correct.
Thank you very much
Thank you 👍
2Two Let 2 Right Turns, 2two right 2 Let Tunrs 🙌
Thanks this helps a lot for some last minute studying before the old daily SIM session lol. Youre not related to someone name Bianca are you?
Thank u mate
What do i need to set in the vor, the course on the top or bottom?
Hello. Thanks for the video. Very clear way to explain the HOLD. Just a quick note. When my instructor explained HOLDS he told me that you should never cross over to the "un-protected" side of the HOLD. In your video you pass to the "un-protected" side ever so slightly. I may be splitting hairs but just have that question. Would it be "better" to stay ON the line and not crossing over ? Please advise.
@erichert1001
5 жыл бұрын
Both sides are actually considered "protected", there is a holding side and a non-holding side. the amount of protected airspace is slightly less on the non-holding side and is determined by speed. see: aviation.stackexchange.com/questions/21612/what-are-the-dimensions-of-the-protected-space-provided-by-a-holding-pattern That said, it's definitely better to not cross the inbound, but the FAA knows that it's going to happen and takes that into account.
I really wish somebody would address NON STANDARD holds.