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avoid flying a holding pattern, or reduce the length of
time spent in the holding pattern, by slowing down on
the way to the holding fix.
HIGH PERFORMANCE
HOLDING
Certain limitations come into
play when you operate at higher
speeds; for instance, aircraft do
not make standard rate turns in
holding patterns if the bank
angle will exceed 30 degrees. If
your aircraft is using a flight
director system, the bank angle
is limited to 25 degrees. Since
any aircraft must be traveling at
over 210 knots TAS for the bank
angle in a standard rate turn to
exceed 30 degrees, this limit
applies to relatively fast airplanes. An aircraft using a flight
director would have to be holding at more than 170 knots TAS
to come up against the 25
degrees limit. These true airspeeds correspond to indicated
airspeeds of about 183 and 156
knots, respectively, at 6,000
feet in a standard atmosphere
[Figure 3-31 on page 3-26].
Since some military airplanes
need to hold at higher speeds than the
civilian limits, the maximum at military
airfields is higher. For example, the
maximum holding airspeed at USAF
airfields is 310 KIAS.
FUEL STATE AWARENESS
In order to increase fuel state awareness,
commercial operators and other professional flight crews are required to record
the time and fuel remaining during IFR
flight. For example, on a flight scheduled
for one hour or less, the flight crew may
record the time and fuel remaining at the
top of climb (TOC) and at one additional
waypoint listed in the flight plan.
Generally, TOC is used in airplanes with a flight management system, and represents the point at which
cruise altitude is first reached. TOC is calculated based
on current airplane altitude, climb speed, and cruise
altitude. The captain may elect to delete the additional
waypoint recording requirement if the flight is so short
that the record will not assist in the management of the
flight. For flights scheduled for more than one hour, the
flight crew may record the time and fuel remaining
shortly after the top of climb and at selected waypoints
listed in the flight plan, conveniently spaced approximately one hour apart. The flight crew compares
actual fuel burn to planned fuel burn. Each fuel tank
must be monitored to verify proper burn off and
appropriate fuel remaining. On two pilot airplanes,
CHERRELYN
D
( H )117.2 CHL
V214
331°
269°
221°
126°
Figure 3-29. Clearance Limit Holding.
Figure 3-30. Maximum Holding Speed Examples.
Maximum Holding Airspeed: 200 KIAS
14,000'
MSL
6,000'
MSL
Maximum Holding Airspeed: 265 KIAS
Maximum Holding Airspeed: 230 KIAS
Minimum
Holding
Altitude
(MHA)
6,001'
MSL
14,001'
MSL
3-26
the pilot monitoring (PM) keeps the flight plan record.
On three pilot airplanes, the second officer and PM
coordinate recording and keeping the flight plan
record. In all cases, the pilot making the recording
communicates the information to the pilot flying.
DIVERSION PROCEDURES
Operations Specifications (OpsSpecs) for commercial
operators include provisions for en route emergency
diversion airport requirements. Operators are expected
to develop a sufficient set of emergency diversion airports, such that one or more can be reasonably
expected to be available in varying weather conditions. The flight must be able to make a safe landing,
and the airplane maneuvered off of the runway at the
selected diversion airport. In the event of a disabled
airplane following landing, the capability to move the
disabled airplane must exist so as not to block the
operation of any recovery airplane. In addition, those
airports designated for use must be capable of protecting the safety of all personnel by being able to:
• Offload the passengers and flight crew in a safe
manner during possible adverse weather conditions.
• Provide for the physiological needs of the passengers and flight crew for the duration until safe
evacuation.
• Be able to safely extract passengers and flight
crew as soon as possible. Execution and completion of the recovery is expected within 12 to 48
hours following diversion.
Part 91 operators also need to be prepared for a diversion. Designation of an alternate in the IFR flight
plan is a good first step; although, changing weather
conditions or equipment issues may require pilots to
consider other options.
EN ROUTE RNAV PROCEDURES
RNAV is a method of navigation that permits aircraft
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Instrument Procedures Handbook (IPH)仪表程序手册上(78)
