I think I got it worked out with the help you guys provided here is a screen shot.

Looks very very good. But it appears I have given the wrong number to work with. I wrote before to use a 210deg left turn to intercept. To acheive a 60deg intercept you of course need a 240deg turn! Sorry about that. As mentioned, put on a rate 1 (no more, no less (see below)) right turn the instant the VOR CDI needle starts move. You should roll out pretty much right on the 140 radial inbound (320) - you should be on track 260deg to intercept.Another trick of the trade: Rather than frequently scanning the turn coordinator to ensure you remain on a rate 1 turn use this rule of thumb to assertain the angle of bank that nails a rate 1 turn with minimum effort: TAS/10+ 7. So if you are doing 120kts in the hold then 120/10+7 = 19deg angle of bank on the AI. If you are faster than 180kts TAS then do not turn at rate 1 as the AoB required would exceed the maximum of 25deg - in that case all turns should be 25deg.

Ok but what is rate 1 turn? standard rate of turn is 20 degree bank. I am flying 100 knots in the hold. Thanks Wannabee.

A standard rate and a rate 1 turn are the same thing: 180 degs per minute or 3 degs per second. Many aircraft have a turn indicator or a turn coordinator. The first notch indicates a rate 1 turn.Turn Coordinator: http://home.swipnet.se/~w-65189/AP_images/tc.JPGTurn Indicator: http://www.allstar.fiu.edu/aero/images/turn.gifThey are different instruments, but display similar information. They do behave differently, something that FS does not model and this doesn't affect the basic use of these instruments to fly rate 1 turns.At 100kts, 100/10+7, your angle of bank should be about 17degs. 20deg is too much.

One final point to consider that can help simplify the parallel entry when holding at a VOR station. As you have discovered, intercepting the inbound course when in such close proximity to the station can be difficult - choosing the right intercept angle is often times guesswork. Too shallow an angle and you run the risk of passing the station without becoming established on the inbound course; too steep an angle and you will quickly find yourself on the non-protected side of the hold after blowing right through the course.If your aircraft is equipped with an RMI, you can proceed direct to the station rather than intercept the inbound course. This method not only makes the entry easy, but is in compliance with holding guidelines.If you still insist on intercepting the inbound course during the entry, the RMI indicator still has tremendous value - in fact, it eliminates all the math. After paralleling the course for 1 min, simply turn enough until the RMI pointer shows the station to your right hand side (for right patterns) and left hand side for left patterns. In this way, you are assured of selecting an intercept angle that will guarantee you join the inbound course prior to crossing the VOR. Try it out!

Hi Cary,I must clip this piece to my notes that I have made fpr IFR flight- this is very useful. I don't fly anything with an RMI, but the rael world logic of yur solution sure warrents noting.Thanks- Bruce.

>If the wind is blowing you back towards the radial as you do>your 210 degree turn, and you're close to the VOR so your CDI>is very sensitive, you might cross the radial before you have>got to your 30 degree intercept angle- unlikely, but it could>happen. What's more likely though is the wind is blowing you>away from the radial during your long turn and you never get>back to the radial when you get abeam the fix. That means>that you are still not in the hold, so it's not a simple 180>degree turn- or you may miss the fact that you have overshot>the fix at all, then you are in some trouble as you are in>airspace that the controller does not want you in>(unprotected).>When the wind is blowing, and you're not sure..............., and want to be acurate within three feet or so; I'm throwing in a pic of the Garmin 1000 displaying a holding pattern. It's from the following website titled: Freight Dog Tales, which includes a tutorial for the 1000 and several other Garmin units.http://freightdogtales.blogspot.com/2006/0...with-g1000.htmlhttp://forums.avsim.net/user_files/145338.jpgIMO, glass is the future, and for good reasons.L.Adamson

Hi larry,"IMO, glass is the future, and for good reasons."I agree- this is when that GPS is worth every red cent that it cost.... :)Bruce.