HOLDING PROCEDURE, ICAO(PANS-OPS) & FAA(TERPS)

안녕하세요

 

오늘은 IFR 비행의 꽃이라고 불리는 HOLDING을 알아보겠습니다.

일단은 알아야할것이, ICAO의 PANS-OPS와 FAA의 TERPS의 기준이 각각 차이점이 있기때문에, 차트에서 이 공항의 차트가 PANS-OPS인지, TERPS인지 어떤 기준으로 만들어 졌는지 알아보아야 합니다. 이는 HOLDING 뿐만 아니라, 여러가지 기준들이 달라지기 때문에 HOLDING에만 국한된 내용이 아니라는점 알려드립니다. 그래도 HODLING에서도 차이가 있으므로 알아야하기 때문에, 알아보겠습니다.

 

일단 대한민국 AIP에 나와있는, 차트의 경우 좌측 상단부에 Note : ~~~ 라고해서 나와있습니다.

김포공항, 인천공항, 제주공항 같은 경우에는 ICAO PANS-OPS기준으로 만들어져있으며, 원주, 강릉 공항과 같은경우에는 FAA TERPS기준으로 만들어져 있습니다. 김해공항같은경우에는 활주로마다 다르기때문에 해당 활주로가 PANS-OPS인지 TERPS인지 확인해야합니다.

(좌) 김포공항 차트, (우) 원주공항 차튼

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그다음에는 jeppesen에서 나오는 차트를 보게되면 좌측 하단부에 PANS-OPS인지 TERPS 기준인지 나와있습니다.

이점을 참고하여 해당 차트를 보고 비행을 하기에 앞서, 어떤기준을 따라야하는지 파악할수있습니다.

(좌) 김포공항 차트, (우) 원주공항 차트)

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ICAO

Reference, ICAO DOC 8168 VOL Ⅰ,Ⅱ

 

1.1 GENERAL

 

1.1.1 To ensure that aircraft remain in the protecting holding areas, pilots shall use established error check procedures to reduce the effects of operating errors, data errors or equipment malfunction.

 

1.1.2 Guidance on parameters relating to holding areas for supersonic transport (SST) aeroplanes is contained in the “Statement of Operational Requirements” in Guidance Material on SST Aircraft Operations (Circular 126).

 

1.1.3 The procedures described in this chapter are related to right turn holding patterns. For left turn holding patterns, the corresponding entry and holding procedures are symmetrical with respect to the inbound holding track.

 

1.3 SPEEDS, RATE OF TURN, TIMING, DISTANCE AND LIMITING RADIAL

 

1.3.1 Speeds Holding patterns shall be entered and flown at or below the airspeeds given in Tables I-6-1-1 and I-6-1-2.

Note.— The speeds given in Tables I-6-1-1 and I-6-1-2 are rounded to the nearest multiple of five for operational reasons. From the standpoint of operational safety, these speeds are considered to be equivalent to the unrounded originals.

1.3.2 Bank angle/rate of turn

All turns are to be made at a bank angle of 25° or at a rate of 3° per second, whichever requires the lesser bank.

(+ 작성자 설명, 만약 항공기의 HOLDING SPEED가 TAS 기준,

1. TAS 100KNOT라면 초당 3도 도는 STRANDARD RATE OF TURN의 BANK는 15도 이다. BANK 15도가 더 적기때문에 15도 사용

2. TAS 200KNOT라면 SRT의 BANK ANGLE은 30도이며, BANK 25도가 더 적기 때문에 25도 사용. )

 

1.3.3 Allowance for known wind

All procedures depict tracks. Pilots should attempt to maintain the track by making allowance for known wind by applying corrections both to heading and timing. This should be done during entry and while flying in the holding pattern.

 

1.3.4 Start of outbound timing

Outbound timing begins over or abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when the turn to outbound is completed.

 

1.3.5 Outbound leg length based on a DME distance

If the outbound leg length is based on a DME distance, then the outbound leg terminates as soon as the limiting DME distance is reached.

 

1.4 ENTRY

1.4.1 The entry into the holding pattern shall be according to heading in relation to the three entry sectors shown in Figure I-6-1-2, recognizing a zone of flexibility of 5° on either side of the sector boundaries.

 

1.4.4 Sector 1 entry

Sector 1 procedure (parallel entry):

• a) at the fix, the aircraft is turned left onto an outbound heading for the appropriate period of time (see 1.4.9, “Time/distance outbound”); then
• b) the aircraft is turned left onto the holding side to intercept the inbound track or to return to the fix; and then
• c) on second arrival over the holding fix, the aircraft is turned right to follow the holding pattern.

 

1.4.5 Sector 2 entry

Sector 2 procedure (offset entry):

• a) at the fix, the aircraft is turned onto a heading to make good a track making an angle of 30° from the reciprocal of the inbound track on the holding side; then
• b) the aircraft will fly outbound:

1) for the appropriate period of time (see 1.4.9, “Time/distance outbound”), where timing is specified; or

2) until the appropriate limiting DME distance is reached, where distance is specified. If a limiting radial is also specified, then the outbound distance is determined either by the limiting DME distance or the limiting radial, whichever comes first;

• c) the aircraft is turned right to intercept the inbound holding track; and d) on second arrival over the holding fix, the aircraft is turned right to follow the holding pattern.

 

1.4.6 Sector 3 entry

Sector 3 procedure (direct entry): Having reached the fix, the aircraft is turned right to follow the holding pattern.

 

1.4.7 DME arc entry DME arc entry: At the fix, the aircraft shall enter the holding pattern in accordance with either the Sector 1 or Sector 3 entry procedure

 

1.4.9 Time/distance outbound

The still air time for flying the outbound entry heading should not exceed:

• a) one minute if at or below 4 250 m (14 000 ft); or
• b) one and one-half minutes if above 4 250 m (14 000 ft).

Where DME is available, the length of the outbound leg may be specified in terms of distance instead of time.

 

1.5 HOLDING

1.5.1 Still air condition

 

a) Having entered the holding pattern, on the second and subsequent arrivals over the fix, the aircraft turns to fly an outbound track which will most appropriately position the aircraft for the turn onto the inbound track;

 

b) It continues outbound:

    1) where timing is specified:

       i) for one minute if at or below 4 250 m (14 000 ft); or

       ii) for one and one-half minutes if above 4 250 m (14 000 ft); or

 

  2) where distance is specified until the appropriate limiting DME distance is reached; then

 

c) the aircraft turns so as to realign itself on the inbound track

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FAA

Reference, AIM 5−3−8. Holding

 

• d. When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below the maximum holding airspeed. (+ FIX 도착 3분 전까지 HOLDING SPEED로 감속)

 

• e. When no delay is expected, the controller should issue a clearance beyond the fix as soon as possible and, whenever possible, at least 5 minutes before the aircraft reaches the clearance limit. ( CLEARANCE LIMIT 도달 5분 전까지 CLEARANCE 받기 )

 

• f. Pilots should report to ATC the time and altitude/flight level at which the aircraft reaches the clearance limit and report leaving the clearance limit.

 

• j. Holding pattern airspace protection is based on the following procedures.

1. Descriptive Terms.

(a) Standard Pattern. Right turns (See FIG 5−3−3.)

(b) Nonstandard Pattern. Left turns

(+ 통상 패턴은 RIGHT TURNS 이지만, NONSTANDARD일 경우, ATC가 LEFT PATTERN, 이라고 언급해주며, 차트에 어떻게 나와있냐에 따라 다릅니다.)

2. Airspeeds.

(a) All aircraft may hold at the following altitudes and maximum holding airspeeds:

NOTE− These are the maximum indicated air speeds applicable to all holding.

(b) The following are exceptions to the maximum holding airspeeds:

 

(1) Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS. This nonstandard pattern will be depicted by an icon.

(2) Holding patterns may be restricted to a maximum speed. The speed restriction is depicted in parenthesis inside the holding pattern on the chart: e.g., (175). The aircraft should be at or below the maximum speed prior to initially crossing the holding fix to avoid exiting the protected airspace. Pilots unable to comply with the maximum airspeed restriction should notify ATC.

3. Entry Procedures.

Holding protected airspace is designed based in part on pilot compliance with the three recommended holding pattern entry procedures discussed below. Deviations from these recommendations, coupled with excessive airspeed crossing the holding fix, may in some cases result in the aircraft exceeding holding protected airspace. (See FIG 5−3−4.)

 

• (a) Parallel Procedure. When approaching the holding fix from anywhere in sector (a), the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the holding fix or intercept the holding course inbound.

 

• (b) 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 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course. (+ ICAO 는 30도 TRACK, FAA는 30도 HEADING)

 

• (c) 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.

 

(e) Nonstandard Holding Pattern. Fix end and outbound end turns are made to the left. Entry procedures to a nonstandard pattern are oriented in relation to the 70 degree line on the holding side just as in the standard pattern.

 

4. Timing.

(a) Inbound Leg.

• (1) At or below 14,000 feet MSL: 1 minute.
• (2) Above 14,000 feet MSL: 1 1/2 minutes.

NOTE− The initial outbound leg should be flown for 1 minute or 1 1/2 minutes (appropriate to altitude). Timing for subsequent outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means available; i.e., DME, RNAV, etc., to ensure the appropriate inbound leg times.

 

(b) Outbound leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed

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8. Pilot Action. The following actions are recommended to ensure that the aircraft remains within holding protected airspace when holding is performed using either conventional NAVAID guidance or when using RNAV lateral guidance.

 

(a) Speed. When ATC furnishes advance notice of holding, start speed reduction to be at or below the maximum holding speed allowed at least 3 minutes prior to crossing the holding fix. If advance notice by ATC is not provided, begin speed reduction as expeditiously as practical. It is acceptable to allow RNAV systems to determine an appropriate deceleration point prior to the holding fix and to manage the speed reduction to the RNAV computed holding speed. If the pilot does not permit the RNAV system to manage the deceleration from the computed point, the actual hold pattern size at holding entry may differ from the holding pattern size computed by the RNAV system.

 

(b) Bank Angle. For holding not involving the use of RNAV lateral guidance, make all turns during entry and while holding at:

• (1) 3 degrees per second, or
• (2) 30 degree bank angle, or
• (3) 25 degree bank angle, provided a flight director system is used.

NOTE− Use whichever requires the least bank angle.

 

(c) Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction to avoid major turning adjustments; for example, if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound.

 

(d) Determine entry turn from aircraft heading upon arrival at the holding fix; +/− 5 degrees in heading is considered to be within allowable good operating limits for determining entry. When using RNAV lateral guidance for holding, it is permissible to allow the system to compute the holding entry.