• Skip to primary navigation
  • Skip to main content
  • Skip to primary sidebar

Flight Literacy

Flight Training Educational Materials

  • Home
  • Basic Flight Training
    • Basic Aircraft Flight
    • Aeronautical Knowledge
    • Airplane Ownership – General Aviation Information
  • Advanced Flight Training
    • Instrument Flight Rules
    • Instrument Procedures
    • Flight Navigation
    • Aircraft Weight and Balance
    • Advanced Avionics
    • Risk Management
    • Aviation Instructor Training
    • Glider Flying
    • Weight-Shift Control Aircraft Flight
    • Helicopter Flight Training
    • Advisory Circulars
  • Training Aids
  • Tip Jar
You are here: Home / Instrument Flight Rules / IFR Flight / Holding Procedures
Regretfully, FlightLiteracy (formerly FlightLearnings) will be turning out the lights after fifteen years. Google, in its infinite wisdom, has chosen to remove FlightLiteracy from its search results (the claim is that the content on this site is spam). We appealed their decision to shut us down, to no avail.

Unfortunately, since Google has a monopoly over internet search, this means that traffic levels on the site will drop to a level that makes maintaining it uneconomic. As time progresses, we will no longer be able to maintain the server space and will remove the site from the internet. Thanks to all who have supported us over the years.

To fight back against the monopolistic practices of companies like Google, we recommend using a competing search engine such as Brave (you get the added benefit of not being spied on by Big Tech) and advocating for anti-trust legislation from your representatives.

Holding Procedures

Filed Under: IFR Flight

Depending upon traffic and weather conditions, holding may be required. Holding is a predetermined maneuver that keeps aircraft within a specified airspace while awaiting further clearance from ATC. A standard holding pattern uses right turns, and a nonstandard holding pattern uses left turns. The ATC clearance always specifies left turns when a nonstandard pattern is to be flown.

 

Standard Holding Pattern (No Wind)

In a standard holding pattern with no winds [Figure 10-4], the aircraft follows the specified course inbound to the holding fix, turns 180° to the right, flies a parallel straight course outbound for 1 minute, turns 180° to the right, and flies the inbound course to the fix.

Figure 10-4. Standard holding pattern-no wind.
Figure 10-4. Standard holding pattern-no wind.

Standard Holding Pattern (With Wind)

A standard symmetrical holding pattern cannot be flown when winds exist. In those situations, the pilot is expected to:

  1. Compensate for the effect of a known wind except when turning.
  2. Adjust outbound timing to achieve a 1-minute (11⁄2 minutes above 14,000 feet) inbound leg.

Figure 10-5 illustrates the holding track followed with a left crosswind. The effect of wind is counteracted by applying drift corrections to the inbound and outbound legs and by applying time allowances to the outbound leg.

Figure 10-5. Drift correction in holding pattern.
Figure 10-5. Drift correction in holding pattern.

Holding Instructions

If an aircraft arrives at a clearance limit before receiving clearance beyond the fix, ATC expects the pilot to maintain the last assigned altitude and begin holding in accordance with the charted holding pattern. If no holding pattern is charted and holding instructions have not been issued, enter a standard holding pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible. Normally, when no delay is anticipated, ATC issues holding instructions at least 5 minutes before the estimated arrival at the fix. Where a holding pattern is not charted, the ATC clearance specifies the following:

  1. Direction of holding from the fix in terms of the eight cardinal compass points (N, NE, E, SE, etc.)
  2. Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit)
  3. Radial, course, bearing, airway, or route on which the aircraft is to hold.
  4. Leg length in miles if DME or RNAV is to be used (leg length is specified in minutes on pilot request or if the controller considers it necessary).
  5. Direction of turn, if left turns are to be made, because the pilot requests or the controller considers it necessary.
  6. Time to expect-further-clearance (EFC) and any pertinent additional delay information.

Secrets of Instrument Approaches and DeparturesFlight Literacy Recommends

Rod Machado's Secrets of Instrument Approaches and Departures – If you’re an active IFR pilot or preparing for an IPC or even your ATP or IFR rating, then this interactive course is for you. The IFR pilot’s weakest link is approach and departure knowledge as it relates to instrument charts.

ATC instructions are also issued whenever:

  1. It is determined that a delay will exceed 1 hour.
  2. A revised EFC is necessary.
  3. In a terminal area having a number of NAVAIDs and approach procedures, a clearance limit may not indicate clearly which approach procedures will be used. On initial contact, or as soon as possible thereafter, approach control advises the pilot of the type of approach to expect.
  4. Ceiling and/or visibility is reported as being at or below the highest “circling minimums” established for the airport concerned. ATC transmits a report of current weather conditions and subsequent changes, as necessary.
  5. An aircraft is holding while awaiting approach clearance, and the pilot advises ATC that reported weather conditions are below minimums applicable to the operation. In this event, ATC issues suitable instructions to aircraft desiring either to continue holding while awaiting weather improvement or proceed to another airport.

Standard Entry Procedures

The entry procedures given in the AIM evolved from extensive experimentation under a wide range of operational conditions. The standardized procedures should be followed to ensure that an aircraft remains within the boundaries of the prescribed holding airspace.

When a speed reduction is required, start the reduction when 3 minutes or less from the holding fix. Cross the holding fix initially at or below the maximum holding airspeed (MHA). The purpose of the speed reduction is to prevent overshooting the holding airspace limits, especially at locations where adjacent holding patterns are close together.

All aircraft may hold at the following altitudes and maximum holding airspeeds:

Altitude Mean Sea Level (MSL)Airspeed (KIAS)
Up to 6,000 feet200
6,001 – 14,000 feet230
14,001 feet and above265

The following are exceptions to the maximum holding airspeeds:

  1. Holding patterns from 6,001 to 14,000 feet may be restricted to a maximum airspeed of 210 knots indicated airspeed (KIAS). This nonstandard pattern is depicted by an icon.
  2. Holding patterns may be restricted to a maximum airspeed of 175 KIAS. This nonstandard pattern is depicted by an icon. Holding patterns restricted to 175 KIAS are generally found on IAPs applicable to category A and B aircraft only.
  3. Holding patterns at Air Force airfields only—310 KIAS maximum, unless otherwise depicted.
  4. Holding patterns at Navy airfields only—230 KIAS maximum, unless otherwise depicted.
  5. The pilot of an aircraft unable to comply with maximum airspeed restrictions should notify ATC.

While other entry procedures may enable the aircraft to enter the holding pattern and remain within protected airspace, the parallel, teardrop, and direct entries are the procedures for entry and holding recommended by the FAA. Additionally, paragraph 5-3-7 in the AIM should be reviewed. [Figure 10-6]

Figure 10-6. Holding pattern entry procedures.
Figure 10-6. Holding pattern entry procedures.
  1. Parallel Procedure. When approaching the holding fix from anywhere in sector (a), fly to the fix. Afterwards, turn to a heading to parallel the holding course outbound. Fly outbound for 1 minute, turn in the direction of the holding pattern through more than 180°, and return to the holding fix or intercept the holding course inbound.
  2. Teardrop Procedure. When approaching the holding fix from anywhere in sector (b), the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30° teardrop entry within the pattern (on the holding side) for a period of 1 minute, then turn in the direction of the holding pattern to intercept the inbound holding course.
  3. Direct Entry Procedure. When approaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern.

A pilot should make all turns during entry and while holding at:

  1. 3° per second, or
  2. 30° bank angle, or
  3. A bank angle provided by a flight director system.
 

Time Factors

The holding pattern entry time reported to ATC is the initial time of arrival over the fix. Upon entering a holding pattern, the initial outbound leg is flown for 1 minute at or below 14,000 feet MSL, and for 11⁄2 minutes above 14,000 feet MSL. Timing for subsequent outbound legs should be adjusted as necessary to achieve proper inbound leg time. The pilot should begin outbound timing over or abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when the turn to outbound is completed. [Figure 10-7]

Figure 10-7. Holding-outbound timing.
Figure 10-7. Holding-outbound timing.

Time leaving the holding fix must be known to ATC before succeeding aircraft can be cleared to the vacated airspace. Leave the holding fix:

  1. When ATC issues either further clearance en route or approach clearance;
  2. As prescribed in 14 CFR part 91 (for IFR operations; two-way radio communications failure, and responsibility and authority of the pilot-in-command); or
  3. After the IFR flight plan has been cancelled, if the aircraft is holding in VFR conditions.

DME Holding

The same entry and holding procedures apply to DME holding, but distances (nautical miles) are used instead of time values. The length of the outbound leg is specified by the controller, and the end of this leg is determined by the DME readout.

Flight Literacy Recommends

Rod Machado's Instrument Pilot's Handbook -Flight Literacy recommends Rod Machado's products because he takes what is normally dry and tedious and transforms it with his characteristic humor, helping to keep you engaged and to retain the information longer. (see all of Rod Machado's Products).

-->

Primary Sidebar

SEARCH FLIGHT LITERACY

Basic Flight Training

Basic Aircraft Flight
Aeronautical Knowledge
Airplane Ownership - General Aviation
Training Aids

Advanced Flight Training

Instrument Flight Rules
Instrument Procedures
Flight Navigation
Aircraft Weight and Balance
Advanced Avionics
Risk Management
Aviation Instructor Training
Glider Flying
Weight-Shift-Control Aircraft
Helicopter Flight Training
Aircraft Mechanic (flight-mechanic.com)

Contact Us | Privacy Policy | Terms of Use
Easy Campfire Recipes | Recipe Workbook


Please help support our work
HIT THE TIP JAR

Copyright © 2023 FlightLiteracy.com




.