(VIDEO 1) The Holding Pattern 

Until you reach the fix. You need to intercept the inbound leg before reaching the fix and then, turn to the side of the holding patern you are flying

makes sense! thanks

Umar, You ask a good question regarding “why” the standard IFR holding pattern is to the right. Many of these “rules” are very old, the history and reasoning of some of these rules go back to the time of our grandfathers or great-grandfathers; 1930s-40s-50’s. I typed in your question in Google and this response comes from an AOPA (Aircraft Owners & Pilots Association) article on the subject. There are two plausible answers below. I’m not sure of the exact reasoning why the IFR system was designed in this way. I suspect that this rule is very old. Because of the passage of time it would be very difficult to establish beyond any doubt any single reason. But they both seem reasonable, especially the 2nd reason stated by the former TWA Captain. ““By turning right pilots keep the ‘unprotected’ area on ‘their’ side of the airplane and the protected area inside on their right wing. This is similar to why ‘left patterns’ are standard (to keep the runway on the pilot side because that is where we should be looking perhaps) versus ‘right patterns.’ Just one thought to share.’” Writer and former TWA Captain Barry Schiff, author of AOPA’s Proficient Pilot column, recalled that he learned the reason for right-hand holding patterns in the mid-1950s, when he was studying for his instrument rating. “Many holding patterns are executed in VFR conditions, which means that those in a holding pattern could encounter opposite direction VFR traffic that might be climbing or descending through the holding altitude. Veering to the right (as required by right-of-way regulations) to avoid opposite-direction traffic keeps the holding aircraft in its pattern. This would not be true when executing a left-hand hold, which is why left patterns are the exception, established only when necessary (because of terrain, for example).”

Makes a lot more sense when you account for regulations and obstacle clearance. Thanks.

You are welcome :)

I was looking for this comment… I don't get it either! -.-

Punchoo Skywards You must figure out how long the plane flies for 4 nm. An easy rule of thumb is at 60 kts Groundspeed the airplane will fly 1 mile per minute. 90 kts GS=1.5 mpm, 120 GS=2mpm, etc.

+Täking Thë High Roäd Different altitudes 1000 ft. Several aircraft may fly the same holding pattern at the same time.

Good question Charles Fox! Generally, multiple aircraft are dispersed in different areas for clearance safety. Believe it or not, there are thousands of points which can be designated as a holding location.

+jesus inzunza When ATC issues a holding clearance, they will always define the holding pattern by specifying the inbound leg itself, FROM the fix. At 5:20, the hold depicted was not intended to follow the previous clearances that were set up - we were just trying to show a standard holding pattern and diagram the entry sectors.

The sectors shown are incorrect for that hold. The entries should be flipped about the vertical access to be correct.

jķkapp0

@@parkex9840 5 years later and you are still right!

Time, Turn, Time, Transition, Twist, Talk (US Navy)

Twist, Turn, Talk, Time, Throttle (Canada)

ali weya standard are right hand turns, nonstandard are left hand turns

On a multi , you don't glide , you proceed and try to restart it and if it is a single engine , your glide distance is in the POH , for a Cessna 172 its 700ft v-rate and 1000ft for every 1.5nm

VS: vertical speed? 45,000': FL450, what is the elevation below the aircraft? Sea level, or the Himalayan mountains? Assuming VS means vertical speed and assuming there is nothing below the aircraft except the ocean, or sea level airport, and there is 45,000' feet then simply divide 45,000 (feet) by your vertical speed (feet per minutes) to determine the time it will take to descend from 45,000 to sea level. For example if your example engine out airplane is descending at 2,850 feet per minute then 45,000'/2,850'=15.789 minutes (time). 15.789 minutes converts to 15 minutes and 47 seconds (rounded to the nearest second). That is your answer in TIME. For your answer in DISTANCE you have to know the average ground speed. Make it simple and convert that ground speed (usually in hour increments) into speed per minute. With a known ground speed (per minute) multiply that value by 15.789 to determine the distance traveled. So, an average ground speed of 210 knots, equals 3.5 nautical miles per minute. 3.5 NM per minute X 15.789 minutes of descent (210 knot ground speed & 2,850' descending vertical speed per minute) equals 55.26 NM. Your example aircraft will cover 55.26 nautical miles before touching the ground. If you have access to a Flight Handbook, look under the performance section. There is often a series of tables showing engine out glide speeds, varying wind scenarios, time and distance traveled flight planning data.

"... when 3 minutes or less from the holding fix."

The pattern depicted at 5:21 is a standard pattern and clearly shows right turns. Also, remember, when requested by ATC, holding patterns can come in all shapes and sizes and can include left turns instead of right turns - they can be "non-standard" so make sure to copy your clearance correctly.

mmmm😅😆😆😆😆

.nipppplkokiuyyfdsssesqwwqawàuujm .pb vb bnm

more like just help

vnratc : DOC 8168, Volume 1, Section 6.

“Max speeds are stupid”, well ………… hopefully you will not always be flying a single engine piston airplane. The speeds have to do with terrain clearance, protected airspace and TERPs criteria. The faster you fly the further you fly per minute; at 100 knots you cover 1.66 NM every minute (no wind), at 200 KT it’s 3.33 NM. Add a 60 not tailwind at altitude, or more, and the distances covered increase proportionally. The airplane I fly cannot fly clean, slats/flaps up, at normal weights at 200 knots, 200 KTS is too slow it is BELOW minimum maneuvering speed for the clean configuration (at normal operating/landing weights). We fly in mountainous terrain, below radar coverage and frequently have to “hold”. It is important to know just how much protected airspace is out there under and around you while you are driving around at more than 3 miles a minute (and of course where the terrain is and how high that terrain is). Holding patterns are built with terrain considerations (and others as well) which is an additional reason there are MAXIMUM holding speeds associated with altitudes.