The Holding Clearance

An ATC clearance requiring an aircraft to hold at a fix where the pattern is not charted will include the following information:

1. Direction of holding from the fix, in reference to the eight cardinal compass points (N, NE, E, SE, S, SW, W, and NW). 

2. Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit). 

3. Holding pattern’s inbound leg (which is always located on a radio navigation course—VOR, NDB, or localizer). 

4. Leg length in miles if DME or RNAV is to be used (leg length will be specified in minutes on pilot request or if the controller considers it necessary).

5. Turn direction (right turns are standard, left turns are nonstandard—If turn direction is not given, use right turns).  

6. Time to expect further clearance and any pertinent delay information (If you lose two-way radio communication, the EFC time allows you to depart the holding fix at a definite time. Plan the last lap of your holding pattern to leave the fix as close as possible to the exact time).

Holding Procedures

1. Upon receipt of holding instructions, the first priority is to set up the navigation radios in order to identify and track the holding fix. Ask ATC for an initial heading toward the fix so that you will have time to prepare. 

2. Fly to the holding fix, which is always located at the end of the inbound leg. When instructed to hold on a VOR radial, the reciprocal designates the inbound course. If holding on the 090-degree radial, the inbound course would be 270 degrees.

Trying to use a holding pattern computer or draw pictures on a kneeboard will only increase workload and compromise safety. Instead, just visualize the holding pattern on the compass card once a heading toward the fix has been established. The center of the card is always the holding fix—VOR, NDB, or intersection. Locate the inbound leg of the holding pattern by picturing a line from the correct number around the edge of the card  to the center. If instructed to hold SE of   the Seal Beach VOR on the 140 Radial, you would picture a line from the 140-degree tick mark on the card to the center of the card. Next, picture your location on the card—you will always be located at the bottom of the card flying toward the holding fix at the center of the card.

3. Determine the appropriate entry maneuver for the holding pattern. If approaching from the front side of the fix, use a Direct Entry. If approaching from the top of the back side of the fix, use a Parallel Entry. If approaching from the bottom of the back side of the fix, use a Teardrop Entry.  

These entry procedures can be visualized by dividing the airspace around the fix into three segments created by two intersecting lines (see picture above). The first line follows the inbound leg to the fix and extends backward behind it. The second line crosses through the fix at a 70-degree angle to the first line. The entire area to the right of the second line (on the side of the inbound leg) represents the optimal area for executing a Direct Entry procedure. The area above the first line and to the left of the second line forms an arc of 110 degrees and is the optimal area for executing a Parallel Entry procedure. The area below the first line and to the left of the second line is the optimal area for executing a Teardrop Entry procedure.

Holding Tips

The Teardrop Entry is preferable to a Parallel Entry since it places you in the best position to intercept the inbound leg and requires the least maneuvering. It can easily be achieved by making slight heading adjustments during the initial approach to the fix.

ATC rarely issues holds to GA aircraft, so most pilots get little practice with the procedure, except during initial instrument training and to maintain currency. It is easy for pilots to become confused if they are suddenly confronted with instructions to enter a hold when the workload is high. Although proper entry procedures should be practiced, pilots should remember that there is no legal requirement for how to enter the holding pattern—staying outside of the protected airspace is the primary consideration. If confused, forget about form and fly directly to the fix—and ask ATC for an initial heading so you will have time to set up the navigation radios and/or load the fix into the GPS. Reduce speed as much as possible to give yourself more time. After arriving at the fix, turn and fly parallel to the holding pattern’s inbound leg for 1 minute (aircraft heading will be the same as that of the inbound leg, which ATC will have stated in the holding instructions). After one minute make a 180-degree turn back toward the fix (aircraft heading will be the reciprocal of the heading just flown). After arriving at the fix again, turn left or right according to the instructions previously given by ATC.

If there is a crosswind, compensate for wind effect by adjusting the heading on the inbound and outbound legs. When outbound, double the inbound drift correction to avoid major turning adjustments.

When approaching a holding fix with an airspeed in excess of the maximum holding speed, start a speed reduction when three minutes or less from the fix. The following are maximum airspeeds permitted while holding: Minimum Holding Altitude (MHA) up to 6000 feet (200 KIAS); 6001 to 14,000 feet (230 KIAS); 14,001 and above (265 KIAS)

The standard leg length for a holding pattern is 1 minute inbound at or below 14,000 feet MSL, and 11/2 minutes inbound above 14,000 feet MSL. Outbound leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing after completing the rollout on the turn to the outbound leg. Sometimes ATC will issue an Along Track Distance (ATD) hold with leg distances determined by DME or GPS in nautical miles instead of time values.