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HOLDING PATTERN ENTRY Procedures ‼️👨‍✈️👩‍✈️

Parallel, Teardrop, and Direct entries are the procedures for entry and holding recommended by the FAA:

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Parallel Procedure: when approaching the holding fix from anywhere in sector (a), fly to the fix. Afterwards, turn to a heading to parallel the holding course outbound. Fly outbound for 1 minute, turn in the direction of the holding pattern through more than 180°, and return to the holding fix or intercept the holding course inbound.

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Teardrop Procedure: when approaching the holding fix from anywhere in sector (b), the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30° teardrop entry within the pattern (on the holding side) for a period of 1 minute, then turn in the direction of the holding pattern to intercept the inbound holding course.

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Direct Entry Procedure: when approaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern.

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A pilot should make all turns during entry and while holding at:
1️⃣. 3° per second, or
2️⃣. 30° bank angle, or
3️⃣. A bank angle provided by a flight director system.

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The holding pattern entry time reported to ATC is the initial time of arrival over the fix. Upon entering a holding pattern, the initial outbound leg is flown for 1 minute at or below 14,000 feet MSL, and for 1.5 minutes above 14,000 feet MSL. Timing for subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg time. The pilot should begin outbound timing over or abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when the turn to outbound is completed.

Aeronautical decision-making (ADM) is decision-making in a unique aviation environment. It is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances. ADM is what a pilot intends to do based on the latest information he or she has.
The pilot has a certain capacity of doing work and handling tasks. However, there is a point where the tasking exceeds the pilot’s capability. When this happens, tasks are either not appropriately performed or some are not performed at all.

Density altitude is an essential factor for pilot and aircraft performance; below is a breakdown and understanding.