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b) Teardrop Procedure. When approaching the holding fix from anywhere in sector (b), the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course.
c) Direct Entry Procedure. When approaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern.
d) While other entry procedures may enable the aircraft to enter the holding pattern and remain within protected airspace, the parallel, teardrop, and direct entries are the procedures for entry and holding recommended by the FAA.
1.3.2.3 Timing
a) Inbound Leg
1) At or below 14,000 feet MSL: 1 minute.
2) Above 14,000 feet MSL: 11/2 minutes.
NOTE.
The initial outbound leg should be flown for 1 minute or 11/2 minutes (appropriate to altitude). Timing for subsequent outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means available; i.e. DME, RNAV, etc., to insure the appropriate inbound leg times.
b) Outbound Leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed.
1.3.2.4 Distance Measuring Equipment (DME)/ GPS Along.Track Distance (ATD). DME/GPS holding is subject to the same entry and holding procedures except that distances (nautical miles) are used in lieu of time values. The outbound course of the DME/GPS holding pattern is called the outbound leg of the pattern. The controller or the instrument approach procedure chart will specify the length of the outbound leg. The end of the outbound leg is determined by the DME or ATD readout. The holding fix on conventional procedures, or controller defined holding based on a conventional navigation aid with DME, is a specified course or radial and distances are from the DME station for both the inbound and outbound ends of the holding pattern. When flying published GPS overlay or stand alone procedures with distance specified, the holding fix will be a waypoint in the database and the end of the outbound leg will be determined by the ATD. Some GPS overlay and early stand alone procedures may have timing specified. (See FIG ENR 1.5.4, FIG ENR 1.5.5 and FIG ENR 1.5.6.) See , para-graph 18., Global Positioning System (GPS), for requirements and restriction on using GPS for IFR operations.
1.3.2.5 Pilot Action 1) 3 degrees per second.
a) Start speed reduction when 3 minutes or less 2) 30 degree bank angle.from the holding fix. Cross the holding fix, initially,
3) 25 degree bank angle provided a flight
at or below the maximum holding airspeed.
director system is used. b) Make all turns during entry and while holding NOTE. at:Use whichever requires the least bank angle.
FIG ENR 1.5.4
Inbound Toward NAVAID
NOTE.
When the inbound course is toward the NAVAID, the fix distance is 10 NM, and the leg length is 5 NM, then the end of the outbound leg will be reached when the DME/ATD reads 15 NM.
FIG ENR 1.5.5
Inbound Leg Away from NAVAID
NOTE.
When the inbound course is away from the NAVAID and the fix distance is 28 NM, and the leg length is 8 NM, then the end of the outbound leg will be reached when the DME/ATD reads 20 NM.
FIG ENR 1.5.6
GPS/RNAV Holding
NOTE.
The inbound course is always toward the waypoint and the ATD is zero at the waypoint. The end of the outbound leg of the holding pattern is reached when the ATD reads the specified distance.
Federal Aviation Administration Twentieth Edition
c) Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound.
d) Determine entry turn from aircraft heading upon arrival at the holding fix. Plus or minus 5° in heading is considered to be within allowable good operating limits for determining entry.
e) Advise ATC immediately what increased airspeed is necessary, if any, due to turbulence, icing, etc., or if unable to accomplish any part of the holding procedures. After such higher speeds are no longer necessary, operate according to the appropriate published holding speed and notify ATC.
NOTE.
Airspace protection for holding in turbulent air is based on a maximum of 280 KIAS or Mach 0.8, whichever is lower. Considerable impact on traffic flow will result when turbulent air holding patterns are used; thus, pilot discretion will ensure their use is limited to bona fide conditions/requirements.
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