¶ Scenario
¶ Holding map reading
You will need to open the ILS Z RWY 10 charts of Carcassonne airport LFMK in France:
We will be flying the published hold over a NDB following the chart above:
- holding reference point is CS NDB
- inbound track is at heading 096° towards CS NDB or 276° track inbound CS NDB
- altitude to maintain is 3500ft
- outbound time is 1 minute using heading of 276°
- protection area imposes to use maximum speed of 170KT (maximum altitude 9000ft)
- exit track is 96° outbound of CS NDB
In this documentation, we will not take into account the effect of wind.
¶ Entry sector and aircraft initial parameters
We will enter into the holding using the direct entry procedure.
- Our aircraft will have a heading equal to 125° and direct to the NDB CS
- We are currently reducing to 170Kt (the maximum allowed speed to ensure holding protection)
- We are at 3500ft
- Do not forget to reset your time counter to 0.
¶ Flying the direct entry into the hold
¶ Overflying the station and turning onto outbound leg
Our aircraft is over the holding reference point: CS NDB.
- RMI indicator is turning, we are over NDB.
- We start a turn towards outbound leg at heading 276°
- After the turn at 276° heading, we are not abeam (90°) CS, we shall wait this position to start the timer.
¶ Abeam the station
Our aircraft is abeam (90°) CS:
- We start the timer when CS is abeam.
- We maintain the outbound heading (276°) for 1 minute.
¶ End of outbound leg
The timer is reaching 1 minute. We should turn now toward the holding fix via the inbound heading 096°
- As we can undershoot the inbound track, we stop the turn 30° before the final heading : 126°
- When we are near the final track , we turn to the wanted heading : 96°
In case of over shoot (aircraft had crossed the inbound track), we should set an intercept course toward the holding fix.
- We should turn 30° more in the same direction (new heading will be 066°).
¶ End of inbound leg at the holding fix
We now overfly the holding fix for the end of the holding pattern.
- If we receive the approach clearance, or other exit clearance from ATC, we should follow the instructions.
- If we want to continue the holding, or we do not receive any other clearance from ATC, we should perform another direct entry holding. (Follow chapter 2.3).
¶ Map of the flightpath
This is the final plotting of the performed track.
Analysis:
- Due to the entry heading the first half-turn we undershot the outbound track of the holding pattern in
comparison to the ideal one. But this is normal.
- As we undershot the outbound leg, we overshot the inbound leg.
- The 30° interception manoeuvre was performed.
- We continued the first half turn for a new holding pattern.
- None
- None
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