Page 27 - Nov22T

hold via a parallel entry and watched the DME increase. My FO created a GPS waypoint at the radial/DME clear- ance fix, used that point as the holding fix and built the holding pattern in the FMS. At 45 DME I turned right onto the protected side of the radial and headed back to the ra- dial at a 40-degree intercept. I tracked the radial inbound and at 35 DME turned left into the hold – just the way the picture appeared on the NAV display a couple seconds later. Whew, we got it right. No need to copy a phone number and call ATC. After just two turns in the hold, and after the autopilot failed during the approach, I hand flew the ILS through the rain to a 400/2 landing. Once parked, we looked at each other and chuckled as we had a moment of “holy crap” about the holding pattern and the ILS. It was a
challenge – but fun!
Baseball is 90 percent mental, the other half is physical.
– Yogi Berra
Holding is a part of flying on instruments just as much as an RNAV STAR, SID or an instrument approach, but the frequency of a holding event is low. And lack of frequency causes a lack of proficiency, which can cause a simulator- like knot in the stomach and may precipitate the dreaded “prepare to copy a phone number” radio call if we mess it
up. The same proficiency and phone call issue applies to messing up a non-ILS approach: RNAV/GPS, VOR, ADF and LOC BC. In the Part 121 world, we flew an ILS 90 percent of the time. In the Duke and Citation, we also fly an ILS or RNAV/GPS 90 percent of the time – the other half are visual (thanks, Yogi). Historically, I’ve been issued a hold- ing perhaps three or four times per year (around every 200 hours) and thus am probably not so proficient – especially if referenced to a VOR/radial/DME, an NDB or grandma Leyba’s woodshed.
As I’ve moved from Air Force jets to the 727, the DC-10, MD-80, the 737, and now to the Citation, each has had in- creasing levels of (mostly) easier-to-use avionics, including easier-to-load holding patterns. And this has decreased my need for the HPC-2 and sticky notes on my forehead, but they’re both still in my kit bag. You may want to carry them too if your holding proficiency level is like mine.
Kevin Dingman has been flying for more than 40 years. He’s an ATP typed in the B737, DC9 and CE-650 with 25,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organi- zation Wings of Mercy, is retired from a major airline, flies the Cessna Citation for RAI Jets, and owns and operates a Beechcraft Duke.Contact Kevin at dinger10d@gmail.com.
AST
http://turbines.com
November 2022 / TWIN & TURBINE • 25