Flight crew was concerned about a missing 5G NOTAM; and ended up holding incorrectly while inbound to LAX.
Synopsis
Flight crew was concerned about a missing 5G NOTAM; and ended up holding incorrectly while inbound to LAX.
Narrative
The plane was en-route to LAX from ZZZ when the Captain realized the Aircraft X 5G NOTAM is no longer in the release for landing at LAX. Once we leveled off at cruise; both pilots checked and weren't 100% certain if we can shoot the CAT II approach into LAX due to low visibility and the 5G NOTAM for Aircraft X not being on the release (The Aircraft Y 5G NOTAM was on the release). The Captain proceeded to message dispatch to get a clarification on the 5G NOTAM and was told that we won't be able to do CAT II. At this point; we were getting close to the ZZZ1 VOR and the Captain (being the Pilot Monitoring (PM)) informed ATC that we will not be able to do a CAT II approach. Due to low visibility at LAX; ATC gave us an expected holding instruction at ZZZ1 VOR on the 150 radial 10 mile leg. The Captain read back the holding instruction as told by ATC and was not told that his read back was correct or not. We proceeded to input the hold into our FMS and both pilots verified that it is correct before activating. While all of this is happening; we were still flying on a heading assigned by ATC and eventually cleared direct to ZZZ1. As we got close to ZZZ1 VOR to begin our hold; ATC informed us that we should of been holding 10 miles from ZZZ1 VOR fix and not a 10 mile leg at ZZZ1 VOR. At this point; the Captain requested a vector to rejoin the hold and ATC instructed us to turn left. We rejoined the hold without any issues and did about one turn in the hold. We then were told by ATC that RVR was 6;500 feet at LAX which allowed us to do our CAT I approach. We then proceeded to LAX with vectors from ATC and landed safely.The cause of this event was a miscommunication between the flight crew and ATC. The flight crew expected to hold at the ZZZ1 VOR with a 10 mile leg while ATC was instructing us to hold 10 miles from the VOR. Another contributing factor was the super short flight from ZZZ to LAX; which lead the flight crew to have to scrambled to get all the information very quickly (Landing data; figuring out the 5G NOTAM; Arrival Gate; ATIS;) all while having to figure out a holding clearance.I would suggest that the flight crew should of double check with ATC and not assumed that the read back was correct when ATC did not respond back the first time. The holding instruction was somewhat uncommon for both captain and I because ATC will usually give a holding clearance at a FIX and not miles off from the fix.
Second reporter narrative
While descending into LAX; we were unable to proceed into LAX due to weather and needed to be put into a hold. Things were getting busy both for us in the cockpit and for the ATC controller as well due to other airplanes needing assistance due to weather. Prior to arriving over ZZZ1 VOR; we were given different headings and then given a direct to ZZZ1; so we were not on any published airways or routes. We were on about the 130 radial going direct to ZZZ1. SoCal Approach instructed us to hold at what I thought was on the 150 radial from ZZZ1 VOR; right turns. I read back 'hold at ZZZ1; 150 degree radial; 10 mile legs. I did not get a correction on my read back. As we got closer to ZZZ1; the controller told us 8 mile legs; so we entered that into the FMS. Right as we got over the ZZZ1 VOR; ATC inquired when we are going to turn towards our hold. I replied that we are entering the hold now at ZZZ1. The controller then responded that he wanted us to hold at the ZZZ1 150 radial; 10 mile fix; and we were already north of that position. The type of hold was very unexpected; to be holding off a different radial than what we were on coming inbound to ZZZ1; and to do it at a fix rather than over the VOR. I asked the controller for radar vectors as we set it up in the FMS. Once we had it entered; we correctly navigated to the hold point and entered the hold. Cause was miscommunication/misunderstanding of the holding instructions; and failure of the approach controller to correct the holding instructions that I had read back incorrectly. Contributing to this was the unusual holding instructions of holding on a fix/point that wasn't a standard fix; was not a charted fix/hold; and that we were not navigating over. Also contributing was the workload of both the pilots while dealing with the weather as well as approach controller who was also busy assisting other aircraft that were having issues dues to the weather. Would make it a lot easier and clearer if we were given holding instructions that were either charted or over a navigation fix or route that we were actually flying.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.