Holds
Not available in the Stable Version
Overview
Holding patterns , as they are officialy known, can be used as a delaying tactic for airborn aircraft. Typically holding patterns have a racetrack pattern and can easily be spotted on flight trackers. All holds are made up out of segments, the segments are shown in the figure below.
Why hold?
Holdings are typically used to delay aircraft, or less common, to burn of fuel for landing. A good example usecase of a hold can be seen in Innsbruck (LOWI) in the picture below.
Preparing the hold
Aircraft can technically hold, if given permission by ATC in advance, at any waypoint. Holds that are published on aviation charts are called published holds. For the purpose of this guide we will only take a published hold into condideration. Holds can be spotted on charts in 2 ways where both options can be applied on the same chart. For example look at the chart below.
Waypoints with published holds can be spotted by a racetrack pattern or a white H in a black box drawn in a chart. Holds displayed by the white H in the black box will always be accompanied by a visual racetrack patern in a diagram on the side of the chart.
Now that you know where to hold, you should know how to set up the hold. To do this you will need to find information on the chart and move it into the FMS. The main information you need to have is: 1. Name of the fix/waypoint 2. Inbound course 3. Turning direction 4. Length of the legs, eather in time or distance
Eather the inbound course/heading or the reciprocal of the hold is always depicted on the chart.
Below you will find samples of diffrent holds with red dots placed where the information is located.
Examples of holds in charts
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| ARNUM | 216° | Right | STD | STD | FL140 | FL100 |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| SUGOL | 110° | Right | STD | STD | FL250 | FL70 |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| OKLAX | 149° | Left | STD | 210KT | STD | 8000FT |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| DVN | 053° | Right | STD | 210KT | - | 2900FT |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| BOTON | *049° | Right | STD | STD | - | 6000FT |
| PANZE | *049° | Left | STD | STD | - | 6000FT |
| CAMRN | 041° | Left | STD | 210KT | 14000FT | 6001FT |
The inbound course can be calulated by subtracting or adding 180 to the reciprocal.
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| SKENS | 274° | Right | 10NM | STD | - | 13000FT |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| SNAAG | 061° | Right | 10NM | STD | - | - |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| TIGER | 315° | Right | STD | STD | FL240 | FL150 |
| BIG | 302° | Right | STD | STD | FL150 | FL70 |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| DDM | 059° | Left | STD | 230KT | - | 6000FT |
| EGN | 108° | Left | STD | 230KT | - | 4000FT |
| KEA | 335° | Right | STD | 230KT | - | 5000FT |
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| Fix | Inbound course | Turning direction | Leg distance | Max speed | Max alt | Min Alt (MHA) |
|---|---|---|---|---|---|---|
| CRS | 001° | Left | Until CVO VOR reads 34.0 NM | STD | - | FL120 |
STD leg distance is defined by the FAA to be:
| Altitude (MSL) | Leg distance |
|---|---|
| MHA - 14000FT | 1 minute |
| 14001FT and above | 1.5 minutes |
STD Max hold speed is defined by the FAA to be:
| Altitude (MSL) | Airspeed (KIAS) |
|---|---|
| MHA - 6000FT | 200 |
| 6001FT - 14000FT | 230 |
| 14001FT and above | 265 |
Entering the hold
Now all information of the hold is known it is time to create a hold in the FMS via the MCDU. A step by step guide to hold at SKENS as with example chart 6 (above) is provided below.
Programming the hold
Find the waypoint in the F-PLN page on the MCDU. Select the corresponding line. In this case the 3rd from the top, SKENS, and push the left line selector key (LSK) for SKENS.
In this page select the 3rd LSK to enter the hold section for the SKENS waypoint.
Notice the title of the page is called COMPUTED HOLD at SKENS.
Computed means that this is information provided from the simulator. This can be wrong, old AIRAC for example, and can be edited.
As can be seen by the bigger symbols, the inbound course 274 is inserted in the FMS
Note that the title has changeed to HOLD and a REVERT TO COMPUTED appeared. REVERT TO COMPUTED will erase all custom set settings and revert back to the computed settings.
As can be seen in the chart in example 6 above, the hold has a leg length of 10NM. To enter this in the FMS type /10 in the MCDU and select LSK3 to feed it in the TIME/DIST box. The time needed to complete the leg is also re-calculated and is 3.3 minutes in this case.
If leg distance is constrained by time (as it is for a standard hold) this can be set by typing for example 1.5 in the MCDU and feeding it in the TIME/DIST box. Also now, the leg distance will automatically be re-calculated.
Not yet implemented
In the bottom section of the MCDU screen 'Last exit' can be found. The section compromises of a UTC and FUEL reading. Last exit gives information on how long the airplane can safely stay in the hold while still having the fuel for the rest of the approach, to go around, divert and the final reserve fuel. The UTC and FUEL will give you the time and the minium fuel respectively needed when leaving the hold.
If the inbound course, turning direction and leg distance are set correctly press the 6th LSK on the right to insert the hold into the Flight plan.
Notice the white curved arrow in the ND. In this case it is turned to the right, however, if a left turn hold is selected the arrow would turn to the left.
Also notice how the hold waypoint now appears for an additional time in the flight plan. This is needed for the FMS to calculate a good exit path when leaving the hold.