Narrative:

ZOA told us to contact reno approach. After doing so we were asked what our intentions were (we were coming up from the south, WX was ATIS, 360 degrees 9 KTS, 1/2 mi snow, fog, 500 ft broken, 5000 ft broken, 16000 ft overcast, temperature 0 degrees, dewpoint 0 degrees, altimeter setting 29.63, localizer back course runway 34 in use). We could not shoot the back course to runway 34L due to visibility, so I told approach we needed ILS DME 3 runway 16R. Controller gave us holding instructions, 'hold 10 mi north of wagge on back course localizer, right turns, 10 DME legs.' this was at 16000 ft holding, WX was scattered clouds with moderate icing. Wind was estimated at 220 degrees at 38 KTS. We entered holding at 3 DME off localizer back course, made one turn, and began our turn sbound again, when the controller came over and told us we were 20 mi north of reno. We both checked our instruments. We were both reading 11.3 DME off localizer back course 110.9 with an increase (#2 NAVAID did stop for approximately 30 seconds) with CDI needle to right of case, DME increasing to 11.4, 11.5, etc. Controller asked us if we would like to go to mustang and hold, I said yes. Also, when controller stated we were 20 mi north of reno, I went to mustang VOR and we were approximately on the 121 degree radial at 12.1 DME, increasing to 12.2, 12,3, etc. They then gave us holding clearance over mustang VOR. Prior to entering holding over mustang, we were given a heading vector for ILS DME 3 runway 16R, everything else uneventful. I feel that, considering the WX conditions we were in, in addition to TRACON workload, cockpit workload, the holding instructions that approach had previously given us, that made cockpit workload, along with approach workload greater. A simpler form of holding over mustang VOR, in these WX conditions, would have made the workload lighter, thus, focusing attention more on the flight conditions we were experiencing. I spoke with the supervisor, (TRACON) he said this is a common holding procedure, to hold east away from mountains, I suggested that holding over mustang VOR might be easier holding instructions and lesser workload for approach control and pilots.

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Original NASA ASRS Text

Title: AN ACR MLG IS RPTED BY APCH CTL TO BE 23 MI N OF THE POS THE CREW HAD BEEN HOLDING. CREW DISPUTED THIS RADAR FIX.

Narrative: ZOA TOLD US TO CONTACT RENO APCH. AFTER DOING SO WE WERE ASKED WHAT OUR INTENTIONS WERE (WE WERE COMING UP FROM THE S, WX WAS ATIS, 360 DEGS 9 KTS, 1/2 MI SNOW, FOG, 500 FT BROKEN, 5000 FT BROKEN, 16000 FT OVCST, TEMP 0 DEGS, DEWPOINT 0 DEGS, ALTIMETER SETTING 29.63, LOC BACK COURSE RWY 34 IN USE). WE COULD NOT SHOOT THE BACK COURSE TO RWY 34L DUE TO VISIBILITY, SO I TOLD APCH WE NEEDED ILS DME 3 RWY 16R. CTLR GAVE US HOLDING INSTRUCTIONS, 'HOLD 10 MI N OF WAGGE ON BACK COURSE LOC, R TURNS, 10 DME LEGS.' THIS WAS AT 16000 FT HOLDING, WX WAS SCATTERED CLOUDS WITH MODERATE ICING. WIND WAS ESTIMATED AT 220 DEGS AT 38 KTS. WE ENTERED HOLDING AT 3 DME OFF LOC BACK COURSE, MADE ONE TURN, AND BEGAN OUR TURN SBOUND AGAIN, WHEN THE CTLR CAME OVER AND TOLD US WE WERE 20 MI N OF RENO. WE BOTH CHKED OUR INSTS. WE WERE BOTH READING 11.3 DME OFF LOC BACK COURSE 110.9 WITH AN INCREASE (#2 NAVAID DID STOP FOR APPROX 30 SECONDS) WITH CDI NEEDLE TO R OF CASE, DME INCREASING TO 11.4, 11.5, ETC. CTLR ASKED US IF WE WOULD LIKE TO GO TO MUSTANG AND HOLD, I SAID YES. ALSO, WHEN CTLR STATED WE WERE 20 MI N OF RENO, I WENT TO MUSTANG VOR AND WE WERE APPROX ON THE 121 DEG RADIAL AT 12.1 DME, INCREASING TO 12.2, 12,3, ETC. THEY THEN GAVE US HOLDING CLRNC OVER MUSTANG VOR. PRIOR TO ENTERING HOLDING OVER MUSTANG, WE WERE GIVEN A HEADING VECTOR FOR ILS DME 3 RWY 16R, EVERYTHING ELSE UNEVENTFUL. I FEEL THAT, CONSIDERING THE WX CONDITIONS WE WERE IN, IN ADDITION TO TRACON WORKLOAD, COCKPIT WORKLOAD, THE HOLDING INSTRUCTIONS THAT APCH HAD PREVIOUSLY GIVEN US, THAT MADE COCKPIT WORKLOAD, ALONG WITH APCH WORKLOAD GREATER. A SIMPLER FORM OF HOLDING OVER MUSTANG VOR, IN THESE WX CONDITIONS, WOULD HAVE MADE THE WORKLOAD LIGHTER, THUS, FOCUSING ATTN MORE ON THE FLT CONDITIONS WE WERE EXPERIENCING. I SPOKE WITH THE SUPVR, (TRACON) HE SAID THIS IS A COMMON HOLDING PROC, TO HOLD E AWAY FROM MOUNTAINS, I SUGGESTED THAT HOLDING OVER MUSTANG VOR MIGHT BE EASIER HOLDING INSTRUCTIONS AND LESSER WORKLOAD FOR APCH CTL AND PLTS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.