Question about holding patterns

[Maverick6901]

Well I finally passed the instrument rating checkride. I don't know how I did it, but after nearly 5 weeks of fustration, I did it.

[Brett_Henderson]

Holding patterns are kind of confusing.. I'm going to answer this from memory.. or more importantly, how it's done for real..


I' only remember being concerned with the "protected side".. which in reality, is the whole pattern. THe toughest part to understand about holding, is how to enter the pattern. There could be a whole thread about this... Direct entry.. Teardrop entry.. Parallel entry..

http://en.wikipedia.org/wiki/Holding_(aviation)

Here the gist of it all... When you are told to hold (or report that you intend to hold).. you need to cross the holding point (in your case here, the VOR), as soon as possible.. and be sure that as you enter the pattern, you stay IN the protected side (the whole "oval"). The direction shown, is mostly a reference, and almost always, right turns. If you end up flying several laps, it's usually the best direction to be flying, for exiting the hold, and going onto an instrument approach (or continuing on a STAR)

As you'll see while studying entries. .. you'll enter in the "wrong" direction more times than not.. and the type of entry you fly, will accomplish the needed reversal. However, so long as you stay in the oval, and stay AT your assigned altitude, you can fly however you see fit. You're pretty much "given" the airspace inside the oval, AT a certain altitude.

[-Crossfire-]

Here the gist of it all... When you are told to hold (or report that you intend to hold).. you need to cross the holding point (in your case here, the VOR), as soon as possible..

Not necesarily Brett.

[Brett_Henderson]

Not necesarily Brett.  ATC could give you a hold clearance which states to intercept a radial or track inbound to a VOR, NDB, fix, or DME position.  Most of the time, they will clear you direct, but sometimes not.  If they dont clear you direct, you won't be getting there in the shortest amount of time possible.

Yes.. true..  The point I was making, is that HOWever it is that you are directed to hold; the entry is predicated on getting TO that fix, as soon as possible. In other words, it's not like a traffic pattern where you just need to orient your entry in the proper direction, and then just enter on the most convenient leg (another great forum topic)... it's all about getting TO that fix.

[Brett_Henderson]

Kinda off topic...

[Maverick6901]

Thanks for the responses thus far.  It certainly seems that this subject with "holding patterns" is a mouthful.  Crossfire, your response here is a bit confusing to me. "Now draw a line extending from both ends of the blue line (ignore the runways)."

When you say "both ends of the blue line" what do you mean by this? One line at the northerly end and another at the southerly end so that it resembles the letter H?  Or are you saying to draw one single  perpendicular line at the northerly end (through the VOR)?

And why did you bring up this concept of 'protected' and 'unprotected' airspace? What relevance does this have to holding patterns?  More & more I'm beginning to realize that the holding pattern tutorials in FS2004 were TERRIBLE.  It never mentions any of this!

I'm also awaiting an answer to one of my question above.  What is the considered to be the holding side in the diagram above?

[Brett_Henderson]

You can ignore the runways, because they have nothing to do with the hold...

[Maverick6901]

Yes, I realize the runway has nothing special to do with the runway.  I just included in my diagram for illustration purposes as it was used as the "fix" in the FS2004 instrument rating checkride.  My question was pointed at Crossfire's (rather) vague instruction to draw a line.... etc.

I understand your explanation above Brett.

[Brett_Henderson]

Holding side, and protected side, are one in the same..

Theres isn't a "holding side" of the oval itself.. the whole oval is ON the protected (holding) side.