For all those asking how to do this while flying, remember, this is an excerpt from their ground school course. It teaches the concept of holding pattern entries in a manner appropriate to understanding them and how to determine the appropriate entry while sitting in a testing center taking a written test. Once the concept is understood, there are easy, quick methods for determining proper entries using the instruments in the cockpit while in flight that don't involve drawing. With practice, those techniques become second nature in flight, but are difficult to use without the instruments in front of you: thus, drawing the hold for the written exam.
@@kbuss10 With regards to learning something or concept visualization, everybody's brain operates somewhat differently. With practice or repetition a person may or may not be able to "visualize" this in their head. That doesn't mean they shouldn't be flying because they could easily use other means to determine a holding pattern entry. If you're a DPE and fail checkrides on the basis of if they "cannot visualize this in his head, he shouldn't flying" let me know where you're based out of... I'll do my instrument checkride somewhere else!
@@TheFlyingZulu Bro I'm a sim "pilot" on VATSIM. sadly in our country not many people can afford to fly GA for example. I'm an architect reasonably good with geometry that's okay but what I say is in the air there can be so many distractions if someone doesn't get this easily then it will be much harder in the air. but I know there is this concept in USA that basically everyone is fit to be a pilot I completely disagree with this. for example I know I would be fit to fly by myself but I wouldn't consider myself good enough to fly other people My family or paying passengers. when I think of a pilot I think of Rich from flying with rich for example
I've been watching John and Martha's videos since I started my Private Pilot Cert in 1997 and I love them! They are so knowledgeable, funny and easy going. I wish I could meet them one day!
20 years ago your wonderful book helped me through my FAA IR. Now my 19 year old daughter is an avidly keen student of your videos. Congratulations and thank you!
I wish I had known this 30 years ago doing my CAA Instrument Rating As Martha makes it so simple ! I think this Special Lady is (or was John I think) the Wife of a Great Instructor who made loads of videos FAA based and turned complicated crosswind landings into a "Sport" without all the BS in the Books. I bought every tape back then from the USA and even my CAA Examiner said my Performance in the air was drastically improved from average simply by watching the videos religiously !
Such a difficult time remembering this. This explanation is absolutely spot on. I fully grasp and understand hold entries now. I feel guilty I learned this on RU-vid. Thank you so much!!!
This was difficult, until I saw it explained here visually. When you did the example with the victor airway, I worked it out and got it correct before you worked through it on my first try. When something just clicks like that, it’s the best feeling in the world! Fantastic explanation of how to do this on paper, thank you!
I have watched many training videos and Kings is the best. She is clearly an excellent instructor: speak clearly, easy to understand and make it easy to remember. My school requires me to study the videos posted on RU-vid and I dislike them so much: the instructors are very much reading out from the text book at the normal speaking speeds. The instructor also gave the VOR Holding instruction like the ATC, but at much faster speed that I usually hear the real ATC giving instructions. In studying from the reading materials, you need to read slowly the IFR lessons, or any technical lessons, highlight sentences and digesting the ideas. Teaching IFR by reading out the writing materials for students is a bad teaching method. Stick with the Kings training because they are the best. I got the DVD training from them!
She has a very good presentation. Now lets translate this into the cockpit. I use my gyro compass as my chalkboard. In my compass picture I am always coming from the bottom of the compass towards the top and I imagine the holding fix in the middle of the compass card. Understand, I am always coming up from the bottom and the holding pattern rotates around the compass card. For example, you are northbound to the fix. 360 is the top of my picture. The hold is given as, "Hold NE on the 030 radial of ABC VOR, right turns." Find the 030 in the upper right of the compass card and finger or pencil point a line from the 030 in toward the center of the card. That is my navigation inbound leg (210 inbound). Now having fingered to the center where we imagine the VOR to be, make a right (CLOCKWISE) 180 degree turn, and go out towards the edge of the compass card parallel to the inbound leg. The hold is above the navigation leg so you are going to be flying into the holding side of the navigation leg when you cross the VOR. It looks like you have a perfect teardrop entry. If you can see this on the compass card you are already oriented for the problem. If the turns were left turns, your finger would have gone counter clockwise at the fix and outbound would now be below the line. Looks like you are heading towards the non holding side as you cross the VOR. This would require an immediate right turn to parallel the inbound leg and fly 030 then a right turn back to the fix for a parallel entry. Remember you are always flying up from the bottom of your compass card. The holding pattern rotates around the card. And if you can finger it, you can fly it. When my students can talk me through 6 different holds on a printed compass card at the briefing table in less than a minute, it was time to go fly. 20,000 TT 5000 CFII
My rule is: 1) If it looks direct, it is direct. Otherwise... 2) When I cross the fix, am I leaving the fix into the protected area or away from the protected area? If it's into the protected area, it's a teardrop. If it's away from the protected side, it's a parallel.
As a non-ifr pilot I am assuming this is a little more complex for high speed aircraft. One minute of flight in a Cessna 172 is a world away from a minute of flight in a Learjet.
Tear drop entry on standard turns: 30 degree angle to your outbound leg giving you 060 on your heading when you hit the fix, if you did from inbound you would turn to a heading of 240. I think shes thinking of a non standard hold
If one hits the Fix at a 30 degree angle to the Outbound leg which would be 090 degrees- yes it would be a heading of 060 degrees. After flying that heading for 1 minute you make a right hand turn using your Turn Coordinator until you arrive at your inbound on a 270 degree heading towards the fix. You'll notice your VOR localizer confirming you're now back on the 270 inbound to fix.
Piece of cake... yeah .... right... It took me quite sometime, to figure out exactly what she meant... after watching several other videos. Great video though, and thank you..
I'm. So. Confused. She says to move the tail of the pencil to the left (-70) but she moved it right?! What's going on! What does fly for one minute mean?! What ACTUALLY happens if you enter the pattern however you want?
I have a question... ATC gives the instructions as you described. Now I'm supposed to take out a pencil and start figuring out what to do next all while traveling 100 plus mph. If I'm looking down all this time isn't that fixation?
Welcome to the world of IFR flying. Some pilots do it at 200 mph. You’d better be quick. There are other techniques to do this in a few seconds. Practice makes better so get better and have fun.
