Flight Training - April 2015 - 36

Of course, there are times
when something doesn't go
quite as planned. Perhaps an
aircraft doesn't clear a runway
as quickly as expected, causing the next aircraft in line to
execute a missed approach.
The weather could degrade
below minimums, causing a
line of aircraft to abandon their
intended destination and divert
toward an alternate. An inflight emergency might cause
multiple aircraft to be rerouted
temporarily in order to clear
airspace for the afflicted aircraft to maneuver safely.
In each of these cases, ATC
could assign a hold to other
aircraft in the system. The hold
is as close as we can come to
stopping an airplane in flight.
Airplanes continue to maintain
a safe airspeed, but they do

this while flying a specified pattern that
restricts their movement along a specific
route of flight.
A holding pattern is usually short and
is always issued to serve a purpose. In the
training environment, or in an instrumentrated pilot's quest to maintain proficiency
and currency, we often request holds to
practice the procedures in a real-world
environment.
The hold itself is simple. It's an oval
pattern flown over a fix. The fix can be a
VOR; a fixed point on a radial (such as a
DME reading); an intersection between
two radials; or a GPS waypoint. That one
spot in the hold is static. The pilot can base
decisions regarding the hold on the placement of the fix, his or her position relative
to that fix, and the direction from the fix
that he's been instructed to hold.
When assigned a hold, the pilot's first
decision is how to enter it.. There are three
options: the direct entry, the teardrop
entry, and the parallel entry. No matter

where you are directed to hold, one of
these entry methods will get you into the
hold and properly establish your aircraft
on the assigned course. The other two
may not. Knowing which entry to use and
when to use it is the key to flying a good,
stable hold.
THE HOLD CLEARANCE. When ATC
issues a hold, the controller provides very
specific information. Six pertinent pieces
of information typically are included in a
hold clearance.
1. The name of the fix.
2. The cardinal direction of the inbound
leg as it radiates from the fix.
3. The radial or bearing that defines the
inbound leg.
4. The direction of turns.
5. The length of the legs.
6. An expect further clearance (EFC)
time.
If the hold is a standard hold, ATC may
not specify turn directions or leg length. If

BOS VOR
THE HOLD ITSELF
IS SIMPLE.
IT'S AN OVAL
PATTERN
FLOWN OVER
A FIX. THE FIX
CAN BE A VOR;
A FIXED POINT
ON A RADIAL;
AN INTERSECTION
BETWEEN TWO
RADIALS; OR A
GPS WAYPOINT.

Teardrop

Direct

180° RADIAL

36 /

FLIGHTTRAINING.AOPA.ORG

Parallel



http://FLIGHTTRAINING.AOPA.ORG

Flight Training - April 2015

Table of Contents for the Digital Edition of Flight Training - April 2015

Contents
Flight Training - April 2015 - Cover1
Flight Training - April 2015 - Cover2
Flight Training - April 2015 - Contents
Flight Training - April 2015 - 2
Flight Training - April 2015 - 3
Flight Training - April 2015 - 4
Flight Training - April 2015 - 5
Flight Training - April 2015 - 6
Flight Training - April 2015 - 7
Flight Training - April 2015 - 8
Flight Training - April 2015 - 9
Flight Training - April 2015 - 10
Flight Training - April 2015 - 11
Flight Training - April 2015 - 12
Flight Training - April 2015 - 13
Flight Training - April 2015 - 14
Flight Training - April 2015 - 15
Flight Training - April 2015 - 16
Flight Training - April 2015 - 17
Flight Training - April 2015 - 18
Flight Training - April 2015 - 19
Flight Training - April 2015 - 20
Flight Training - April 2015 - 21
Flight Training - April 2015 - 22
Flight Training - April 2015 - 23
Flight Training - April 2015 - 24
Flight Training - April 2015 - 25
Flight Training - April 2015 - 26
Flight Training - April 2015 - 27
Flight Training - April 2015 - 28
Flight Training - April 2015 - 29
Flight Training - April 2015 - 30
Flight Training - April 2015 - 31
Flight Training - April 2015 - 32
Flight Training - April 2015 - 33
Flight Training - April 2015 - 34
Flight Training - April 2015 - 35
Flight Training - April 2015 - 36
Flight Training - April 2015 - 37
Flight Training - April 2015 - 38
Flight Training - April 2015 - 39
Flight Training - April 2015 - 40
Flight Training - April 2015 - 41
Flight Training - April 2015 - 42
Flight Training - April 2015 - 43
Flight Training - April 2015 - 44
Flight Training - April 2015 - 45
Flight Training - April 2015 - 46
Flight Training - April 2015 - 47
Flight Training - April 2015 - 48
Flight Training - April 2015 - 49
Flight Training - April 2015 - 50
Flight Training - April 2015 - 51
Flight Training - April 2015 - 52
Flight Training - April 2015 - 53
Flight Training - April 2015 - 54
Flight Training - April 2015 - 55
Flight Training - April 2015 - 56
Flight Training - April 2015 - Cover3
Flight Training - April 2015 - Cover4
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