briefing a hold

[7574EVER]

Hey all,

Okay I feel REALLY dumb asking this as I should probably already know the answer. I've been reading the interview gouges and I'm constantly reading that if you brief the hold properly yada yada yada. What exactly are they (I know that I'm going to regret saying this name after a recently started thread but...Eagle) looking for in the hold briefing. I of course know how to brief an approach...but a hold? Maybe I'm thinking too deep into it and thinking that there is a long speech associated with entering a hold.

Anyway, if you folks could kindly point out the things covered in a holding brief and possibly give me an example of one it would be greatly appreciated. Thanks.

 

[Knightball]

Type of enty, time outbound before course reversal if needed, length of leg, heading to intercept inbound course, L/R turns, who's going to contact dispatch, that should cover most of it. Don't over think it.

 

[DrewBlows]

Don't forget holding speed, it should be below the max holding speed for the altitude but greater than the aircraft's stall speed in a turn.

 

[CitationLover]

"the fms says this, this is what we do" <--- standard brief by most.

 

[Leroy Smith]

E. F. C.

And its nice to have an idea of how long you can make ovals before needing to bug out.

 

[John Pennekamp]

"Briefing a hold"? Is that anything like "copping a feel"?

 

[whatitdoing?]

Idea about fuel.......I guess that would also be sort of important.

 

[cale42]

I've seen TSAFE used before.

T- Type of Entry
s - speed to hold at
a - altitude to hold at
f - fuel onboard, min too diversion
e - efc time..

fairly easy acronym to remember the main stuff.

 

[indianboy7]

The only reason you need to brief a hold (or anything else for that matter) is to keep the other person in the loop. The flying pilot will more than likely already have a plan of action for entering and staying in the hold. If the other guy isn't thinking at all, or has a different plan, it may cause distracting confusion. The best way to fix that is for the flying pilot to tell the other person what he's going to do.

This should be used for everything regarding the flight. Once both people have a clear understanding of what's going to happen, they can focus their attention on getting the job done. If anything outside of the plan occurs, it's easily recognizable and fixable.

So, when you're briefing a hold (or anything else), include all the information that you think the other person will need to get a clear picture in his head. If he has a question, or if you missed something, they should speak up and clarify it.

In the interviews, they look for this to make sure you can properly apply CRM. If you just keep on going with your own plan in your own head, and it's wrong, the interviewers are going to wonder why you didn't give someone else the opportunity to understand what you were trying to do.

 

[Sawmill]

To brief it, just tell them everything above. Transfer the controls to the other pilot while writing down the hold instructions. In the real world, you wont have to brief a hold...just plug it in the FMS and both verify it.

 

[Sig]

In the real world, you wont have to brief a hold...just plug it in the FMS and both verify it.

Not all planes have that level of automation. Not all pilots have the ability to fly without it, either. It's all well and good that the box can fill in the gaping holes in skill... until it can't.

 

[Visceral]

... In the real world, you wont have to brief a hold...just plug it in the FMS and both verify it.

You jet dudes with your fancy FMSs. Us poor prop pukes actually have to think a little bit on the entry, spin courses to hold on, and hope like hell its correct.:crying: Of course, we're doing 180kts, so there is PLENTY of time to do it all.

 

[Thedude]

Of course I never get a hold until I am almost right on-top of the fix and its usually not in the box. Back to my jurassic-jet

 

[gcsass]

On some interview sims, if you brief the proper entry, ie... "teardrop, followed by right hand turns" they won't actually make you fly it... or so I have heard!!

 

[buxflyr]

A hold? Look at the FMS. Pictures are great. If you have the automation, use it. Fuel, possible alternate and time available become your main worries.

 

[7574EVER]

On some interview sims, if you brief the proper entry, ie... "teardrop, followed by right hand turns" they won't actually make you fly it... or so I have heard!!

Yea that's what I'm driving at. I want to make sure I know what I'm doing and what a proper brief is. I don't think they'll let me use the FMS on an interview eval.

 

[gcsass]

Try keeping it simple...."when I hit the fix I'll turn to heading XXX and track outbound for 1 minute. Then I will turn R/L to join the YYY radial inbound to the fix, where I will make R/L turns. Any Questions?"

Like I said, most times they are just looking to see if you can mentally figure out the ENTRY PROCEDURE and do it correctly. Good Luck!!

 

[sopdan]

To brief it, just tell them everything above. Transfer the controls to the other pilot while writing down the hold instructions. In the real world, you wont have to brief a hold...just plug it in the FMS and both verify it.

And in the real world, it should be the PNF that is writing down the instructions.

 

[COOPERVANE]

Don't forget about utilizing about your sim partner. When I interviewed, we helped each other out A LOT.

If you brief it wrong, most instructors will let you go on and hang yourself.

When my partner flew (furloughed United), he briefed the hold wrong. preflight, we decided if we disagreed with the brief, we would signal each other. I did my little hold signal (pre-arranged) and he immediately realized his mistake. They want to see you work as a crew.

Ask for bugs to be set, and lend assistance when you are PNF. If you help too much, the IP will usually tap you and ask you to let him go it alone.

I don't think anyone would hold it against you for trying to help a guy out. You certainly would be expected to online