Radio Navigator

How to Determine Hold Entry

By Rory Bennett (ATPL, FI: CPL, IR, ME, UPRT) · Published 14 May 2026

Direct answer

For an ICAO PANS-OPS holding pattern, the entry is determined solely by your aircraft heading approaching the holding fix, measured against the hold inbound course. The entries are divided into three sectors: Sector 1 (Parallel) Sector 2 (Offset) Sector 3 (Direct) There is a 5° leeway either side of every boundary, so if your heading is on the line you may choose either entry[1].

Hold entry sectors at a glance (standard right-turn hold)
SectorWidthWhen your heading is...First turn at the fix
1 — Parallel110°Heading towards non-holding side, away from the inboundOpposite to the hold (left), free-air track the reciprocal of inbound
2 — Offset (teardrop)70°Heading towards the holding side, broadly facing the outboundInto the hold (right), tracking the 30° offset QDR from the fix
3 — Direct180°Generally facing the inbound or close to itInto the hold (right), straight onto outbound
Diagram of the 70°/110° entry sector rule for a standard right-turn holding pattern, showing the parallel, offset, and direct sectors around the holding fix.
Diagram of the 70°/110° entry sector rule for a standard right-turn holding pattern, showing the parallel, offset, and direct sectors around the holding fix.

Hold entry walkthrough

A walkthrough of all three ICAO PANS-OPS hold entry sectors: parallel, offset, and direct. Includes the HSI trick for reading the entry off your instrument. The full transcript is below the video for accessibility and search.

Video transcript
How to enter a hold according to ICAO PANS-OPS flight procedures. By the end of this video you should know what hold entry sectors are defined under ICAO, how each hold entry is flown, and how to determine which hold entry to fly when approaching a hold. First of all, what are hold entry sectors? The aim of a hold entry is to establish the inbound track before the fix. Depending on where you are approaching from, the most efficient way to do this varies. ICAO has made this easy for us by defining three distinct sectors. To visualise them, extend the inbound track past the fix. Draw a line perpendicular to the inbound through the fix. Then tilt this 20° in the direction of the outbound turn. You now have your three sectors. There are three hold entry sectors: one is parallel, two is offset, three is direct. The entry you fly is based on your heading as you arrive at the fix, not directly position or track. Lastly, you have 5° leeway between sectors, so you can in some situations decide which to fly. When determining which entry to fly, you must consider it from the aircraft's perspective rather than a plan view, due to it being based on heading and not relative position. You can picture the aircraft as flying up from the bottom of the DI or HSI, then superimpose the hold to better understand. In flight, there is a better trick which I will teach you shortly. Consider in this case there is a strong wind from the east. The aircraft is due south of the holding fix, but in making a drift correction eastward to track 360° towards the fix, its heading places it in sector 2 offset, where looking at its position may lead you to think it is in the direct sector, sector 3. So once we know which sector we are in, how do we fly the entries themselves? Firstly, sector one, the parallel entry. The parallel entry involves two turns in the opposite direction to the hold. On reaching the fix, turn in the opposite direction to the hold to free-air track the reciprocal of the inbound course, paralleling the inbound course. Start a timer when wings level on this heading and continue for one wind-corrected minute. At the end of the wind-corrected minute, make a further turn in the opposite direction to the hold to intercept the inbound track. This entry can be challenging, as often a 45° to 60° intercept is required, and it takes practice and good judgement to know when to roll out of this intercept. Secondly, the offset entry sector, sector 2. This is sometimes referred to as a teardrop entry due to its shape. On reaching the fix, turn to track a 30° offset from the inbound track, often referred to as the gate. This is not a free-air track but a QDR from the fix. You can calculate this track by taking 30° from the outbound track in a right-hand hold, or adding 30° in a left-hand hold. Here it would be 090° minus 30°, or 060°. On reaching this heading wings level, start a timer. Fly for one wind-corrected minute. At the end of the minute, turn to intercept the inbound course. Last is sector 3, the direct entry sector. On reaching the fix, simply turn outbound in the direction of the hold. You are now in the hold. This may seem like the simplest entry, but it is the least precise. Large angles of entry compared to the inbound course can lead to you being very tight in the hold. There are ways to adjust for these extreme direct entries; more on this in another video. Here is a good way to visualise hold entries in the air. When you are tracking towards the fix, and only then, picture a horizontal line across the DI or HSI from 9 o'clock to 3 o'clock. If it is a left-hand hold, push the left-hand side up 20°. If it is a right-hand hold, push the right-hand side up 20°. Now drop a line down from the centre. This recreates the geometry of the sectors on your heading indicator. The biggest sector is direct, the second biggest parallel, and the smallest offset. Whichever sector the inbound course of your hold lies in is the entry you must fly. Don't forget, if it's close between two, you have 5° of leeway either side. In this case, flying a heading of 300° towards the fix, the inbound course of west is at the top of the DI in the direct sector. In summary, the hold entry sectors exist to establish the inbound track before turning outbound in the hold in the most efficient way. Three are defined: one, parallel; two, offset; three, direct. The entry you fly is based solely on your heading arriving at the fix. 5° leeway is allowed between sectors either side. Allowance needs to be made for wind in heading and timing.

What are the three hold entry sectors?

ICAO defines three hold entry sectors, numbered 1, 2 and 3, each corresponding to one entry technique[1]:

  • Sector 1: Parallel. 110° wide.
  • Sector 2: Offset. 70° wide. Sometimes called a "teardrop" entry (FAA term) because of the shape of the manoeuvre.
  • Sector 3: Direct. 180° wide. The remaining half of the circle, covering all headings that are pointing generally inbound or close to it.

The aim of every entry is to establish the inbound track before passing the fix and turning outbound in the hold. Which entry is most efficient depends on which direction you are approaching from, or more precisely, on your heading when you cross the fix.

How to visualise the hold entry sectors

A simple geometric construction lets you sketch the three sectors from any inbound course[1]:

  1. Extend the inbound track past the fix to get the inbound/outbound axis.
  2. Draw a perpendicular bisector through the fix (a line 90° to the inbound axis).
  3. Tilt that perpendicular line 20° in the direction of the outbound turn (right for a standard hold, left for a non-standard hold).

You now have your three sectors. The tilted perpendicular plus the inbound axis carve the plane into the parallel sector (110°), the offset sector (70°), and the direct sector (180°). The 20° tilt is what produces the asymmetric 70°/110° split.

Step-by-step construction of the three hold entry sectors: inbound axis, perpendicular bisector, and 20° tilt producing the 110°/70°/180° split
Standard (right-turn) hold: tilt the perpendicular 20° to the right.
Step-by-step construction of the three hold entry sectors for a non-standard left-turn hold, with the 20° tilt toward the left (holding) side
Non-standard (left-turn) hold: the same construction with the 20° tilt mirrored to the left.

Is hold entry based on heading or track?

This is a common misunderstanding with hold entries. The published diagrams lead people to believe hold entries can be determined from a plan view. However, the exact wording of 8168 PANS-OPS is "The entry into the holding pattern shall be according to heading in relation to the three entry sectors shown" The entry sector is defined by aircraft heading at the moment of fix crossing, not directly by where you came from.

Consider a hold 180° RH with the aircraft approaching on a QDM of 015°. Position alone suggests a Parallel entry. However, with a strong wind from the West (f.e. 270/35kts at 90KTAS) the aircraft Heading could push it firmly into the Offset sector.

Two side-by-side diagrams showing the same aircraft approaching a hold fix on a track of 015°: nil-wind case where heading equals track and a Parallel entry results, versus a 35-knot westerly crosswind case where the required crab pushes the heading into the Offset sector
Same position, same track, different entry. The westerly wind forces a crab, shifting the heading from the Parallel sector into the Offset sector.

Try dialling in different wind speeds in the Hold Visualiser and watch how the required heading shifts between sectors.

How to identify hold entry sector

  1. Note the hold inbound course from the clearance or chart. This is the track TO the fix.
  2. Note the turn direction. "Right turns" is a standard hold. "Left turns" is non-standard. Though you'll likely find just as many left holds as right!
  3. Read your heading when tracking to the fix.
  4. Picture the three sectors using the tilt-the-perpendicular construction above, or use the HSI trick below to read it directly off the instrument.
  5. Find which sector your heading falls into. If you are within 5° of a boundary, either entry is acceptable.

How to fly each hold entry

Sector 1: Parallel entry

The parallel entry involves two turns, both in the opposite direction to the hold[1].

  1. On reaching the fix, turn in the opposite direction to the hold and free-air track the reciprocal of the inbound track, paralleling the inbound on the non-holding side.
  2. When wings level on that heading, start the timer. Fly for one wind-corrected minute (1.5 minutes above FL 140).
  3. At the end of the timed leg, make a further turn in the opposite direction to the hold to intercept the inbound course back to the fix.

The intercept is typically a 45° to 60° angle onto the inbound course. The parallel entry can be challenging: knowing when to roll out of the intercept takes practice and good judgement. The Holding Pattern Trainer at /pro/holding grades exactly this.

Full walkthrough, common mistakes, and a worked example: how to fly the parallel hold entry →

Watch: parallel entry
Video transcript
Sector one, parallel entry. This entry involves two turns in the opposite direction to the hold. Step one: track to the fix. On reaching the fix, turn in the opposite direction to the hold to track parallel to the reciprocal of the inbound leg. In this case, a left turn to track 090° free-air track. Start a timer when wings level. Fly this track for one wind-corrected minute, or if published to the limiting distance or radial. At the end of this leg, make a further turn in the opposite direction of the hold to intercept the inbound track. This may take a steep intercept, commonly 45° initially, and good judgement of when to initiate the turn inbound from this intercept. Now you are in the hold.

Sector 2: Offset entry ("teardrop")

The offset entry tracks a 30° offset radial from the fix. Pilots and instructors sometimes call this offset QDR the gate; the term is not used in ICAO Doc 8168.

  1. On reaching the fix, turn to track 30° offset from the inbound on the holding side. For a right-hand hold, this is the outbound course minus 30° (e.g. outbound 090°, gate 060°). For a left-hand hold, outbound plus 30°.
  2. Note: this is a QDR from the fix, not a free-air track. Establish and maintain the bearing FROM the fix (QDR.)
  3. On reaching the heading wings level, start the timer. Fly for one wind-corrected minute (1.5 minutes above FL 140).
  4. At the end of the minute, turn in the direction of the hold to intercept the inbound course.

Full walkthrough, the 30° offset calculation, and a worked example: how to fly the offset ("teardrop") hold entry →

Watch: offset entry
Video transcript
Sector two, offset entry. This entry involves tracking a QDR from the fix 30° offset from the inbound course. Step one: track to the fix. On reaching the fix, turn to track a 30° offset from the inbound track. This track can be found by adding 30° to the outbound track in a left-hand hold, or taking away 30° from the outbound track in a right-hand hold. In this case, 090° minus 30° equals 060° QDR. Start a timer when wings level. Fly this track for one wind-corrected minute, or if published to the limiting distance or radial. At the end of this leg, turn in the direction of the hold to intercept the inbound track. Now you are in the hold.

Sector 3: Direct entry

The (apparently) simplest of the three. On reaching the fix, turn outbound in the direction of the hold. You are now in the hold: fly the outbound leg, time one wind-corrected minute (1.5 above FL 140), then turn inbound and intercept the holding course[1].

Simple is not always precise. Large angles of entry compared with the inbound course can leave you very tight in the hold once established. These "extreme direct" cases are covered in a separate article.

Full walkthrough, the abeam-vs-wings-level timing rule, and extreme direct entries: how to fly the direct hold entry →

Watch: direct entry
Video transcript
Sector three, direct entry. This is the simplest but least precise entry. Step one: track towards the fix. On reaching the fix, turn outbound in the hold as normal. Note: large angles of entry can lead to you being very tight in the hold. More on how to adjust for these entries in another video.

How to determine Hold Entry on HSI or DI

In flight, you don't need to sketch the geometry. The same sector picture is already drawn on your HSI or DI. Here is the trick:

  1. Picture a horizontal line across the HSI from 9 o'clock to 3 o'clock (left to right through the centre).
  2. If the hold is a right-hand hold, push the right side of the line up 20°. If it is a left-hand hold, push the left side up 20°.
  3. Drop a vertical line down from the centre.
  4. You now have the three sectors drawn over your heading indicator: the biggest is direct, the next biggest is parallel, the smallest is offset.
  5. Whichever sector the inbound course falls into on the HSI face is the entry you fly.

Example: for a right-hand hold, you are flying a heading of 300° toward the fix, and the inbound course is 270° (west). The HSI top represents your 300° heading. The 270° course pointer sits about 30° to the upper-left of the HSI centre. With the right-hand tilt applied (3 o'clock side up), that point falls in the direct sector. Direct entry.

The trick works because the HSI rotates with your heading: the sectors stay anchored to the holding side regardless of which way you are pointing. As long as you are tracking toward the fix when you read it, it is reliable.

Watch: the HSI trick
Video transcript
Hold entries in the air. Picture this: you're directed towards a hold, it's windy, and you don't know which entry to fly. How are you going to figure it out in time? First, let's see what the aircraft can see on its HSI. The aircraft is flying a heading of 030°, tracking towards the holding fix on a track of 360°. The course is set to the hold inbound track 240°. So let's picture the entry. First, draw a line across the HSI from 9 o'clock to 3 o'clock. For a right-hand hold, tilt the right-hand edge up 20°. For a left-hand hold, tilt the left-hand edge up 20°. This is a left-hand hold. Then drop a line from the middle. You now have the three sectors. The biggest is direct, the second biggest parallel, and the smallest offset. Whichever sector the inbound course lies in is the entry to fly. In this case, sector one parallel. Now we know the entry. All that's left is to fly it.
HSI face showing a standard right-hand hold: the tilted line divides the compass rose into the three entry sectors, with the inbound course pointer falling in the parallel sector
Right-hand hold: right side of the line tilts up 20°. The inbound course pointer falls in the parallel sector.
HSI face showing a non-standard left-hand hold: the tilted line mirrored to the left, dividing the compass rose into the three entry sectors
Left-hand hold: left side of the line tilts up 20°. The sectors mirror to the other side of the inbound course. Now inbound course 090° falls into the direct sector.

Practise identifying the entry on HSI or DI in the Holding Trainer.

Non-standard (left-turn) holds

When a clearance specifies left turns, the racetrack mirrors to the other side of the inbound course. The 70° and 110° sectors flip with it.[1].

Tolerances and assumptions (ICAO)

The protected airspace around a hold is sized to accommodate normal entry maneuvering, wind, and pilot judgement. Specifically:

  • ICAO Doc 8168 allows a ±5° tolerance on the sector boundaries. Either entry is acceptable within that band[1].
  • Bank angle for entry and holding turns is the lesser of 25° bank or rate-one turn (3°/sec) under ICAO PANS-OPS[1].
  • Outbound timing is 1 minute at or below FL 140, 1.5 minutes above. Distance-based holds (DME or RNAV) replace timing with a leg length. Outbound can also be terminated by a limiting radial.[1].
  • Wind correction is applied to both the outbound leg (to produce the correct inbound leg length) and the holding turns (compensating drift)[1].

Differences for FAA TERPS / AIM

FAA AIM and the underlying TERPS criteria use the same 70°/110° sector geometry as ICAO. The three entries (Direct, Parallel, offset) are equally recognised. The practical differences a pilot will encounter are limited to a few values and one terminological note:

  • Maximum bank angle: FAA AIM and the Instrument Flying Handbook (FAA-H-8083-15B) specify the lesser of 30° bank or rate-one turn, versus ICAO's 25°[2][3].
  • Altitude break for timing: AIM expresses the 1 min / 1.5 min boundary as "at or below 14,000 ft MSL", versus ICAO's "at or below FL 140". Under standard atmosphere the two are equivalent[2].
  • Terminology: FAA usage is "teardrop" throughout. ICAO Doc 8168 calls the same procedure an "offset entry" in its normative text, though "teardrop" is recognised in practice. Either word is acceptable in conversation; in this article we use "offset" (the ICAO canonical term), with "teardrop" appearing in quotation marks where the FAA term is specifically referenced.
  • 5° sector tolerance: stated in both ICAO Doc 8168 Vol I §1.4.1 and FAA AIM. If your heading at the fix is within 5° of a boundary, either entry is acceptable[1][2].

Where else do these entries apply?

The same three-sector concept governs entry to a published reversal procedure on an instrument approach. The direct entry sector on instrument approaches article covers when you can continue outbound on a procedure directly versus first flying a hold entry, and how to read the 30° band around the outbound track.

Common mistakes

  • Choosing the sector from your position instead of your heading. Under ICAO the entry is based on aircraft heading approaching the fix. In a strong crosswind, the position you came FROM and the heading you are flying can point to different sectors. Always use the heading from the HSI or DI.
  • Forgetting to mirror the geometry for left-turn (non-standard) holds. A left-turn hold puts the holding side on the LEFT of the inbound course. The offset sector flips to the left, the parallel sector flips to the right. Everything else is the mirror image.
  • Turning the wrong way at the start of a parallel entry. In a parallel entry, both turns are in the OPPOSITE direction to the hold. For a right hand hold, you turn LEFT to free-air track the reciprocal of the inbound. The second turn (also in the opposite direction to the hold) brings you around to intercept the inbound course; depending on the angle of entry it often sweeps through roughly 225° or more before rolling out.
  • Not wind correcting times on the entry. The outbound leg in any entry for a time-limited hold should be flown for one wind-corrected minute (or 1.5 minutes above FL 140). With a tailwind on the outbound, time short. With a headwind on the outbound, time long.
  • Treating the sector boundaries as hard lines. ICAO Doc 8168 Vol I 1.4.1 allows ±5° leeway either side of each sector boundary. If your heading at the fix is within 5° of a boundary, pick whichever entry is operationally simpler.

Practise this in the simulator

Reading the theory only goes so far. The simulator lets you fly the scenario in your browser with realistic instruments and wind.

Practise in the Holding Pattern TrainerVisualise it in the Hold Visualiser

Check your understanding

Read each question, work out the answer in your head, then reveal to check. Retrieval beats re-reading.

A hold is published with inbound course 180°, right turns. You arrive at the fix on heading 050°. Which sector?
Show answer
Inbound 180°, right-turn hold. Holding side is west of the inbound course. The heading 050° is 130° anti-clockwise from inbound (or equivalently 230° clockwise). That places it in sector 1, the parallel sector, on the non-holding side. Procedure: cross the fix, turn left to a free-air track of 000° (the reciprocal of inbound, paralleling on the non-holding side), wings level and start the timer, one wind-corrected minute, then turn right through the inbound course to intercept it.
If flying a parallel entry for a left-hand hold, in what direction should entry turns be made?
Show answer
Left
How do you fly an offset entry
Show answer
On passing the fix, turn to track a course from the fix offset 30 degrees offset from the reciprocal of the inbound course, on the holding side. Time one minute from wings level up to 14,000ft, then turn in the direction of the hold to establish inbound.

Frequently asked questions

Is hold entry determined by heading or track over the ground?

Heading. the number on your heading indicator at the moment you cross the fix, not your ground track. In a crosswind you apply a drift correction, so your heading and your ground track differ. The sector geometry is built around your heading under ICAO PANS-OPS, so you compare the indicated heading against the inbound holding course to find your sector. If you are tracking the inbound on 090° with a 15° crosswind correction, your heading is 075° and it is 075° that determines your entry sector, not 090°.

Do FAA and ICAO use the same holding entry rules?

The 70°/110° geometry and the three entry types (direct, parallel, teardrop / offset) are the same under ICAO Doc 8168 (PANS-OPS) Vol I, Pt I, §6 Ch 1 (§1.4.1) and FAA AIM 5-3-8. The practical differences a pilot will encounter are: maximum bank angle (ICAO 25° or rate-one per §1.3.2, FAA 30° or rate-one); altitude break for timing (ICAO at FL 140 per §1.4.9, FAA at 14,000 ft MSL, numerically equivalent); and terminology (ICAO normative text uses "offset entry" for what FAA calls "teardrop"). The teardrop and parallel sector boundaries are identical.

How long do I fly outbound in a holding pattern?

Under ICAO Doc 8168 Vol I 1.4.9 (entry) and 1.5.1 (normal holding), standard outbound timing is 1 minute at or below FL 140 (4,250 m), and 1.5 minutes above FL 140. Timing begins abeam the fix or over the fix, whichever comes later; if the abeam cannot be determined, start timing when the turn to outbound is completed (1.3.4). FAA AIM states the same. Outbound legs should be adjusted to produce an inbound leg of the correct length when there is wind.

What if my heading is right on the sector boundary?

ICAO Doc 8168 Vol I §1.4.1 and FAA AIM 5-3-8 both allow a ±5° tolerance on the sector boundaries. If your heading at the fix is within 5° of a boundary, either entry on that side of the boundary is acceptable. In practice, pick whichever is operationally simpler and fly it cleanly.

Why are there three entry types?

The three sectors are defined by the geometry of a standard rate-one turn from the outbound leg back to the inbound course. The 70° teardrop offset is chosen because, with a standard rate turn over the typical outbound leg length, the aircraft rolls out near the inbound course without overshooting. The 110° parallel sector mirrors this geometry on the opposite side. Any other heading can simply be flown direct because a single turn at the fix puts the aircraft inside the holding pattern.

Can I practise hold entries in a browser?

Yes. The Radio Navigator Holding Trainer at /pro/holding generates random holding clearances, prompts you to identify the correct entry, and grades your procedure (entry choice, timing, intercept, wind correction) in real time. The Hold Visualiser at /pro/hold-visualiser lets you sketch holds and see the protected area projection without grading. Both are Pro features. The free tier at /free covers VOR tracking with a HSI and wind correction in 5-minute sessions.

When do I start the outbound timer in a holding pattern?

Start timing when you are abeam the holding fix on the outbound leg. If you cannot identify the abeam position, common with an RBI or when flying a direct entry, start timing when wings are level on the outbound heading. The abeam method is preferred because it gives a consistent outbound leg length regardless of turn radius. ICAO Doc 8168 and FAA AIM 5-3-8 both state this; the abeam position is the reference unless it cannot be determined.

Does it matter which hold entry I fly, or can I just circle near the fix?

It matters. The obstacle clearance area around a holding pattern is sized on the assumption that you fly the correct entry for your sector. The protected airspace does not extend to the non-holding side beyond what the entry geometry requires, so an incorrect entry can take you outside the protected area entirely. The entry procedure is a safety requirement, not a preference.

ATC said "hold on the 270 radial" - is my inbound course 270 or 090?

Your inbound course is 090. A VOR radial is always a bearing measured outbound from the station, so the 270 radial is the line going west from the VOR. "Holding on the 270 radial" means the hold legs run along that line. The inbound leg, the one you fly toward the fix, is the reciprocal: 090. Set 090 on your OBS or CRS selector, not 270. This trips up many students who set the radial number directly. If ATC gives you the inbound course explicitly (e.g. "inbound course 270") you use that number directly, but when they give a radial you take the reciprocal.

Does the FMS select the hold entry automatically, and does it use the same rules?

It depends on whether your system has holding functionality. If it does, the FMS sequences and flies the entry automatically using the same three sectors as conventional holding. ICAO Doc 8168 Vol II, Part II, Section 6, Chapter 3 states that RNAV entries overhead a waypoint are identical to conventional entries. However, some systems with holding functionality are approved to fly non-RNAV holding patterns without strict compliance with the PANS-OPS assumptions, provided the manufacturer has demonstrated to the appropriate authority that the aircraft will remain within the basic holding area. In that case the FMS may fly a geometrically different path to achieve the same protected-airspace result, and you should not expect it to track the conventional parallel or teardrop manoeuvre exactly. If your system lacks holding functionality entirely, it provides track guidance on the inbound leg only and you fly the rest manually: set manual waypoint sequencing, designate the holding waypoint as active, and select the inbound course on your HSI or OBS. In all cases ICAO requires you to verify positional accuracy on each passage of the fix.

Sources

  1. International Civil Aviation Organization, Procedures for Air Navigation Services: Aircraft Operations (PANS-OPS), Doc 8168, Volume I, Flight Procedures, Part I, Section 6, Chapter 1 (Holding Criteria), current edition. Not freely distributable; cited by document number and section.
  2. FAA Aeronautical Information Manual, Section 5-3-8, Holding. Current edition. faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_3.html
  3. Federal Aviation Administration, Instrument Flying Handbook (FAA-H-8083-15B), Chapter 10 (Departure, En Route, and Arrival Procedures), holding section. faa.gov/.../FAA-H-8083-15B.pdf

Related articles

How to Fly the Parallel Hold EntryThe parallel (Sector 1) hold entry: when it applies, how to fly it step by step, and the mistakes pi...How to Fly the Offset Hold EntryThe 30° offset (Sector 2) hold entry, also called the teardrop. Geometry, the "gate" QDR, how to fly...How to Fly the Direct Hold EntryThe direct (Sector 3) hold entry: when it applies, how to fly it, and how to handle extreme entries ...

This article does not constitute flight instruction. Always defer to the guidance of your qualified flight instructor and to current charts and procedures or regulations published by your country's aviation authority.