On Thu, 6 Jan 2005 16:51:08 +0000 (UTC),
(Paul Tomblin) wrote:

Do the "no **** hold entry". Fly to the fix, then turn to the outbound
heading. After a minute, turn 225 degrees towards the protected side.
Intercept the inbound course and you're in the hold. If you sketch it
out, you'll see that if you're coming from the direction where you're
supposed to do a parallel entry, this essentially is a parallel entry.
Otherwise it's sort-of like doing a direct entry, but guarantees that you
won't overshoot your turn and blunder into the non-protected side.


The only addition I would make to this is that when you turn to the
ooutbound heading, turn to intercept and join the holding course
outbound.

This way, you are alwys beginning your turn back inbound to rejoin
the holding course form a known position, and is less prone to error.

If you simply turn and fly parallel to the course, you risk being
blown out where it's harder to re-intercept the course before the
holding fix when you head back in.

But basically, this is what I have been teaching ever since the p-t-d
requirement was removed from the PTS. It works, it's simple, it's
safe, it's consistent, which you sure can't say for the old p-t-d
stuff.