Another excellent episode. Excellent graphics and greatly appreciate the time and effort you guys put into these shows. Definitely a huge help to the aviation community. Thank you again.
The time has changed. I used to binge watch M*A*S*H the 4077 series then I binge watch WINGS the Sandpiper Airline from Nantucket TV series. Now I binge watch Boldmeth. Keep up the good work.
Just awesome, can't get enough of these nice contents and especially the great way Aleks explains, just wish it was endless, keep up your great work and thanks for the effort you put
Very bad explanation. It is not possible to reach the correct result this way. For example, maybe I am flying with 349 heading instead of 344? So how will the fix happen? Or I may be flying with 348 instead of 349, then will I give 1x3 = 3 degrees of correction? What a ridiculous formula.@@Boldmethod
Awesome job. Thank you for your teachings and videos. I would like to put in for the next topic....can you do an IFR flight plan. This would help me a lot. Take care.
Unless it's a no wind scenario: "Triple the wca + double the adequate timing cross-corrections outbound". If needed (ONLY), furthermore, readjust the timing outbound (doubling technique for more or less) as needed + add or subtract ~10°, if appropriate.
QUESTION HERE --in GPS holds for wind correction coming on inbound track …what we have to do first to come on 349 track by gps …chase the needle on nav 1CDI untill it gets centre after turning from outbound leg or adjust wind correction track heading by my heading indicator to bring the needle to center and then after what maintain my original track inbound by my heading indicator….?
How about the cone of ambiguity, when holding at a VOR? When do we start our turn towards outbound? Do we wait until we have signal from the station again? Because it can take up to 1 min, at alt of around 10.000 ft
HOW DO WE ENTER A HOLD AND WHAT TYPE OF HOLDING PATTERN DO I USE BASED ON MY HEADING CROSSING THE HOLDING FIX AND THE DIRECTION OF TURNS OF THE HOLD AND THE OUTBOUND & INBOUND LEGS? On the HSI, salute with the opposite hand of the direction of holding pattern turns, fingertips 20 degrees above horizontal. For left turns, salute with right hand. For right turns, salute with left hand. I NOTICED IT SEEMED YOU OCCASIONALLY GOT THIS TWENTY DEGREE OFFSET OF HORIZONTAL INCORRECT ON THE HSI. PLEASE CHECK.
Great explanation, start my IFR training 2 Month Ago. Something i missed ,on the holding pattern outbound with wind correction you calculate 250 degrees on roll-out when wings level to start Timing, you said in the video 226 to start time but actually start timing when you reach 250.(video 49 minute, 12 second) what did i missed.
I noticed that too. But if you back the video up like a minute he says it correctly first. He uses the wind correction angle that's being held on the inbound course, 8 degrees (into the wind) and triples it 8*3=24 and adds 24 to the outbound (no wind course) 226+24=250. When they roll out he says 226 but means 250 like is shown.
On the first hold example, he calculated 11 degrees WCA which put him at 180..169+11=180. He then says about triple the wind correction when it was actually double. 191. 169+11+11=191, double. This is a source of contention for students and instructors alike. There is a confusion on when to double and when to triple and this doesnt help.
If you wanted to fly a parallel outbound but you can't turn faster than standard rate could you potentially perform your turn away from the wind at standard rate and then correct with a less-than-standard rate turn through the wind?
I’m guessing maybe we don’t do that as performing a turn at less than standard rate would increase the amount of time spent in that segment of the holding pattern. If we fly one minute outbound and one minute inbound, then perform two 180 degree standard rate turns, the pattern should take exactly 4 minutes regardless of wind. I’m definitely going to ask my instructor about this, because I had the same idea as you.
On the first hold example, he calculated 11 degrees WCA, outbound?, which put him at 180..169+11=180. He then says about triple the wind correction when it was actually double. 191. 169+11+11=191, double. This is a source of contention for students and instructors alike. There is a confusion on when to double and when to triple and this doesnt help. Absolutely no mention of an inbound correction. Huh? It is referenced in passing with no example or correction given. Just wow! You guys normally kill it but missed big here.
From what I know... 1x WCA inbound, 3x WCA outbound. Yes, the outbound course in this example doesn't match between what he told and what he drawed. Also, in the 2nd example a WCA of 5°? How that, usually it's calculated Windspeed x Windbearing / GS: 20 kts x (349°-290°) / 108 kts = 11°, not 5°
this formula only gives correct results for angles of 30 degrees. There are serious deviations at angles of 30 degrees and above. (349-319 = 30 degrees) @@void1968able
25:29 Very bad explanation. It is not possible to reach the correct result this way. For example, maybe I am flying with 349 heading instead of 344? So how will the fix happen? Or I may be flying with 348 instead of 349, then will I give 1x3 = 3 degrees of correction? What a ridiculous formula.
If you are flying 349 then you have no winds (unless straight tailwind or headwind) so no need to use the formula, and if you are flying 348 instead of 349 that means you have very little wind so 1x3 = 3 degree correction on your outbound leg.
![GEEK TIMË [OFFICIAL AUDIO]](http://i.ytimg.com/vi/ry-6RvkH880/mqdefault.jpg)
"There is no outbound course. 169 is the no wind outbound *heading*." Excellent!
Another excellent episode. Excellent graphics and greatly appreciate the time and effort you guys put into these shows. Definitely a huge help to the aviation community. Thank you again.
Such a great video. Has cleared up so much. Doing my IR in Europe soon.
The time has changed. I used to binge watch M*A*S*H the 4077 series then I binge watch WINGS the Sandpiper Airline from Nantucket TV series. Now I binge watch Boldmeth. Keep up the good work.
Appreciate you fellas, I'm doing holdings with my instructor tomorrow glad I found this.
thank you very much
this was made and delivered in a real professional way
i also liked the tip about using AP so you can focus on calculations
I so am glad this is available to us.Thank You Alex.
Thank you so much from South Korea.
I have my IFR checkride next month (after a long delay due to COVID). These videos are really helping refresh my mind. Thank you!
Great breakdown.. perfect timing tried holds last weekend..
Thank you for your detailed tutorials! Because of you I am able to fly a Holding Patterns in MSFS2020 even with my C152 now 😎
Just awesome, can't get enough of these nice contents and especially the great way Aleks explains, just wish it was endless, keep up your great work and thanks for the effort you put
Thanks!
Very bad explanation. It is not possible to reach the correct result this way. For example, maybe I am flying with 349 heading instead of 344? So how will the fix happen? Or I may be flying with 348 instead of 349, then will I give 1x3 = 3 degrees of correction? What a ridiculous formula.@@Boldmethod
25:29 When I calculate with the wind-correction-angle calculator, you need to give a correction of 24 degrees. But you made 15.@@Boldmethod
You guys are awesome. Helping me a lot with instrument checkride coming up
awesome content, outstanding animations, thank you very much!
This series is sooo good!
Just found this, about 1/3 thru instrument. Great stuff thank you
Loved the explanation as a budding IFR student. Also, what is the song after the video?
This was extremely useful, thanks.
Awesome job. Thank you for your teachings and videos. I would like to put in for the next topic....can you do an IFR flight plan. This would help me a lot. Take care.
Very nicely explained - well done!
Thanks a lot for these very helpful videos!
Great intro music!
Unless it's a no wind scenario:
"Triple the wca + double the adequate timing cross-corrections outbound".
If needed (ONLY), furthermore, readjust the timing outbound (doubling technique for more or less) as needed + add or subtract ~10°, if appropriate.
Thanks for the great work!
Great Video. Thanks.
QUESTION HERE --in GPS holds for wind correction coming on inbound track …what we have to do first to come on 349 track by gps …chase the needle on nav 1CDI untill it gets centre after turning from outbound leg or adjust wind correction track heading by my heading indicator to bring the needle to center and then after what maintain my original track inbound by my heading indicator….?
How about the cone of ambiguity, when holding at a VOR? When do we start our turn towards outbound? Do we wait until we have signal from the station again? Because it can take up to 1 min, at alt of around 10.000 ft
Wouldn’t it make sense to put the wind diamond on the correction heading? So putting the pink diamond on 184°
HOW DO WE ENTER A HOLD AND WHAT TYPE OF HOLDING PATTERN DO I USE BASED ON MY HEADING CROSSING THE HOLDING FIX AND THE DIRECTION OF TURNS OF THE HOLD AND THE OUTBOUND & INBOUND LEGS?
On the HSI, salute with the opposite hand of the direction of holding pattern turns, fingertips 20 degrees above horizontal.
For left turns, salute with right hand. For right turns, salute with left hand. I NOTICED IT SEEMED YOU OCCASIONALLY GOT THIS TWENTY DEGREE OFFSET OF HORIZONTAL INCORRECT ON THE HSI. PLEASE CHECK.
Great explanation, start my IFR training 2 Month Ago. Something i missed ,on the holding pattern outbound with wind correction you calculate 250 degrees on roll-out when wings level to start Timing, you said in the video 226 to start time but actually start timing when you reach 250.(video 49 minute, 12 second) what did i missed.
I noticed that too. But if you back the video up like a minute he says it correctly first. He uses the wind correction angle that's being held on the inbound course, 8 degrees (into the wind) and triples it 8*3=24 and adds 24 to the outbound (no wind course) 226+24=250. When they roll out he says 226 but means 250 like is shown.
On the first hold example, he calculated 11 degrees WCA which put him at 180..169+11=180. He then says about triple the wind correction when it was actually double. 191. 169+11+11=191, double. This is a source of contention for students and instructors alike. There is a confusion on when to double and when to triple and this doesnt help.
great job !
25:29 When I calculate with the wind-correction-angle calculator, you need to give a correction of 24 degrees. But you made 15.
what application do you use for all this simulation?
why are you adjusting the outbound leg time?!
I thought that outbound time is the parameter that shall not be altered
Appreciate
If you wanted to fly a parallel outbound but you can't turn faster than standard rate could you potentially perform your turn away from the wind at standard rate and then correct with a less-than-standard rate turn through the wind?
I’m guessing maybe we don’t do that as performing a turn at less than standard rate would increase the amount of time spent in that segment of the holding pattern. If we fly one minute outbound and one minute inbound, then perform two 180 degree standard rate turns, the pattern should take exactly 4 minutes regardless of wind. I’m definitely going to ask my instructor about this, because I had the same idea as you.
Nice Animation
Thanx
On the first hold example, he calculated 11 degrees WCA, outbound?, which put him at
180..169+11=180. He then says about triple the wind correction when it
was actually double. 191. 169+11+11=191, double. This is a source of
contention for students and instructors alike. There is a confusion on
when to double and when to triple and this doesnt help. Absolutely no mention of an inbound correction. Huh? It is referenced in passing with no example or correction given. Just wow! You guys normally kill it but missed big here.
It's more complicated than I thought www.avionicswest.com/Articles/DriftinHolding.html
@@martinhsl68hw LOL
From what I know... 1x WCA inbound, 3x WCA outbound. Yes, the outbound course in this example doesn't match between what he told and what he drawed. Also, in the 2nd example a WCA of 5°? How that, usually it's calculated Windspeed x Windbearing / GS: 20 kts x (349°-290°) / 108 kts = 11°, not 5°
this formula only gives correct results for angles of 30 degrees. There are serious deviations at angles of 30 degrees and above. (349-319 = 30 degrees)
@@void1968able
Or you could just buy a 737 and enter a few letters
25:29 Very bad explanation. It is not possible to reach the correct result this way. For example, maybe I am flying with 349 heading instead of 344? So how will the fix happen? Or I may be flying with 348 instead of 349, then will I give 1x3 = 3 degrees of correction? What a ridiculous formula.
If you are flying 349 then you have no winds (unless straight tailwind or headwind) so no need to use the formula, and if you are flying 348 instead of 349 that means you have very little wind so 1x3 = 3 degree correction on your outbound leg.
1x3 ?? @@jasonzamv
When I calculate with the wind-correction-angle calculator, need to give a correction of 24 degrees. But he made 15.@@jasonzamv