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Delay Vectors
The controller will assign an altitude and various headings, keeping you reasonably close to
the Arrival Gate. It might be a good time for that cup of coffee, but be sure to listen up.
Missed clearances result in many problems, and the controller will not allow another aircraft
to be inconvenienced or lose his slot because the pilot is sightseeing.
Holding Pattern
What follows is for those pilots who do not know how to fly a standard holding pattern or
have never heard holding instructions. It is very detailed. Read carefully. By choosing
holding instructions you are telling the controller that you know what you are expected to do.
After being issued these instructions you will not hear from Center again except for traffic
calls, to issue a revised Expect Further Clearance (EFC) time, or until it‟s time to go in.
IMPORTANT NOTE - You must always retain the aircraft controls during a holding
pattern (as opposed to delay vectors). Do not give the aircraft controls to your co-pilot
anytime while in a holding pattern
When you hear "I have got holding instructions, advise when ready to copy", get ready to
write. There are five specific items to listen for.
Radial and DME fix (your new clearance limit)
Direction of turn
Leg length
Altitude assignment
EFC time
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 52
Most likely you will be in your descent while being issued the holding instructions. It seems
necessary to do two or three things at once:
Fly your aircraft
Copy the instructions
Verify your position with respect to your new clearance limit
Keep in mind how easy it is to overlook your assigned altitude through all this. Make it a
priority to enter the assigned altitude in the AP window when issued.
A sub-menu appears when you choose Holding Pattern, containing your choice of leg lengths.
Choose from 5 mile, 10 mile, 15 mile, or 20 mile legs. You are all set.
Assume your destination is Memphis, TN (KMEM) and your general direction is from the
northeast. You are heading 235° inbound on the MEM 055° radial. Remember, radials
"radiate from" VORTACs. A three six zero degree radial radiates north. A zero seven fivedegree
radial radiates east-north-east. A two two five degree radial radiates directly southwest,
and so on. For simplicity we will assume no-wind conditions and no magnetic
variation.
Typical holding instructions might go like this: "Delta 432, cleared to the Memphis zero five
five radial, four zero mile fix, hold northeast. Right turns, two zero mile legs approved.
Maintain one four thousand, expect further clearance one four two five".
In this case the MEM 055°/40mi is your "Clearance Limit". A Clearance Limit is a definite
point along your filed route of flight that you may not progress beyond without an additional
clearance from ATC. Your holding "dot in the sky" is the MEM 055°/40mi fix.
The controller will assign you to hold on whatever radial you are inbound on, rounded to the
closest 5° increment. In other words, if you are inbound on the 053° radial (heading 233°),
controller will hold you on the 055° radial at the four zero mile fix. Generally you will not
have to turn more than 15° -20° to intercept the appropriate radial. You want to be
established on the radial before reaching the forty-mile fix. Do not become so preoccupied
with the radial/DME fix with respect to your current position that you bust your assigned
altitude.
Established inbound on the MEM 055° radial (heading 235°), begin a standard rate right turn
at the forty mile DME fix, your clearance limit. In other words, when you are 40 miles out, it
is time to turn outbound. Roll out on the heading, which is reciprocal of the inbound heading
given no wind conditions. In this case your outbound heading would be 055°. You are
heading away from the airport area, now parallel to the inbound radial, which should be a few
miles off your right wing. (Some might say "It's not possible to not go beyond the MEM
055°/40mi by beginning your turn at the 40-mile DME fix." Centers and Terminals have
agreed upon "Protected Airspace" in the LOAs whereby they expect and allow for
"overshoot". Again, this is the controller‟s problem, not yours. Begin your turns at the
radial/DME fix and we will all be happy).
Radar Contact ATC Basics
Version 4 December 2, 2007
Copyright JDT LLC 2005 Page 53
Right turns are standard. Two zero mile legs are popular in the real world but as you saw
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