Holds & Procedures
AIM 5-2 to 5-4 / IPH Ch 4 • Holding Patterns, Entries, ODP/SID, STARs
Holding: A Checkride Must-Know
DPEs will test holding entries, timing, wind corrections, and your ability to accept and read back a hold clearance. Practice until entry determination is instantaneous, and always copy the EFC time — it is your lost-comm trigger to leave the fix. (AIM 5-3-8)
Key Takeaways
- Standard holding turns are RIGHT; the outbound leg is 1 minute at or below 14,000 ft and 1.5 minutes above.
- Max holding speed steps with altitude: 200 KIAS ≤6,000 ft, 230 KIAS to 14,000 ft, 265 KIAS above — begin slowing 3 minutes before the fix.
- Outbound wind correction is triple the inbound correction in the opposite direction; adjust outbound timing to achieve a 1-minute inbound leg.
- Copy the EFC (Expect Further Clearance) time — on lost comm it is when you leave the fix and continue.
Holding Pattern Basics
- Racetrack pattern: inbound leg, turn, outbound leg, turn, repeat
- Standard turns are RIGHT turns — non-standard (left) will be specified
- Outbound leg: 1 minute at or below 14,000 ft MSL, 1.5 minutes above 14,000 ft
- Max holding speed: 200 KIAS ≤6,000 ft; 230 KIAS 6,001–14,000 ft; 265 KIAS >14,000 ft
- Begin speed reduction 3 minutes prior to reaching the holding fix
AIM 5-3-8
Wind Corrections in Holding
- Outbound leg: Apply triple the inbound wind correction, opposite direction
- Example: 10° right correction inbound → 30° left correction outbound
- Adjust outbound timing to achieve 1-minute inbound leg
- If inbound leg is too long, shorten outbound; if too short, extend outbound
- First turn: Note the wind effect and begin corrections on the second circuit
- Practice makes perfect — wind corrections are a common checkride weakness
IFH Ch. 10
Holding Clearance Components
- Direction to hold from the fix (N, S, E, W, etc.)
- Holding fix name
- Radial, course, bearing, or route to hold on
- Leg length (DME/RNAV) or leg time if non-standard
- Direction of turns if non-standard (left)
- EFC (Expect Further Clearance) time — critical for lost comm planning
AIM 5-3-8
Types of Holds You'll Encounter
- ATC-assigned hold: Controller tells you to hold — may not be published on any chart
- Published hold: Depicted on an approach chart, SID, or en route chart
- Missed approach hold: Published on the approach chart at the missed approach holding fix
- Holding in lieu of procedure turn (HILPT): A hold at the IAF that serves as the course reversal
- Know all four — checkride will likely test at least two of these scenarios
AIM 5-3-8 / IPH Ch. 4
EFC Time — Why It Matters
- Expect Further Clearance time is your insurance policy for lost communications
- If you lose comms in a hold: Depart the holding fix at the EFC time to continue the approach
- No EFC received? Depart the fix at your filed ETA and proceed per lost comm rules
- Always write down the EFC time when you receive a hold clearance — it's not optional
- Lost comm + no EFC + clearance limit is the destination: Commence approach at ETA
14 CFR §91.185 / AIM 5-3-8
Holding Speeds & Leg Timing
Maximum airspeed and outbound leg by altitude
| Altitude | Max Speed | Outbound Leg |
|---|---|---|
| At or below 6,000 ft MSL | 200 KIAS | 1 min |
| 6,001 – 14,000 ft MSL | 230 KIAS | 1 min |
| Above 14,000 ft MSL | 265 KIAS | 1.5 min |
Begin speed reduction within 3 minutes of the holding fix so you cross it at or below the limit.
AIM 5-3-8
Key Takeaways
- The 70° line from the fix splits the pattern into three entry sectors: direct, teardrop, and parallel.
- Direct is simplest (cross the fix, turn outbound); teardrop offsets 30° on the holding side; parallel flies the outbound heading on the non-holding side, then turns back.
- On the ±5° boundary between two entries, either entry is acceptable.
- In GPS holds watch SUSP/OBS — press it to stay in the hold when the unit tries to auto-sequence past the fix.
Determining Entry Type
Visualize the 70° line and pick your sector
- Draw the holding pattern on the chart or visualize it
- Determine your heading relative to the inbound course
- Divide the holding pattern into three sectors using the 70° line from the holding fix
- Sector 1 (direct): Approaching from the holding side — fly to fix, turn outbound
- Sector 2 (teardrop): 30° slice on the holding side — fly fix, 30° offset, turn back inbound
- Sector 3 (parallel): Non-holding side — fly fix, fly parallel outbound, turn back to fix
| Entry | Arrival Sector | Technique |
|---|---|---|
| Direct | Holding side (≈180° arc) | Cross the fix, turn in the direction of the hold to the outbound heading |
| Teardrop | 70° slice on the holding side | Cross the fix, fly 30° offset toward the holding side for 1 min, then turn to intercept inbound |
| Parallel | Non-holding side | Cross the fix, fly the outbound heading on the non-holding side for 1 min, then turn back toward the holding side |
On the ±5° boundary between two sectors, either entry is acceptable.
AIM 5-3-8
Direct Entry
- Most common and simplest entry
- Fly directly to the holding fix
- Upon crossing the fix, turn to the outbound heading
- Begin timing when abeam the fix or wings level, whichever comes first
- Continue the hold as normal
AIM 5-3-8
Teardrop Entry
- Fly to the holding fix
- Turn to a heading 30° from the inbound course (on the holding side)
- Fly outbound for 1 minute
- Turn to intercept the inbound course
- Track inbound to the fix and continue the hold
- Most complex entry — practice visualizing it
AIM 5-3-8
Parallel Entry
- Fly to the holding fix
- Turn to fly a heading parallel to the inbound course but in the outbound direction
- Fly for 1 minute
- Turn toward the holding side to intercept the inbound course or return to the fix
- Proceed inbound and continue the hold
AIM 5-3-8
GPS Holding
- GPS simplifies holding — the unit shows a graphical holding pattern and sequences turns
- OBS mode: Used to hold on a specific course when GPS doesn't auto-sequence
- SUSPEND mode: GPS auto-sequences past the fix — press SUSP/OBS to stay in the hold
- DME/RNAV holds: Leg length defined by distance (e.g., 4 NM) instead of time
- Regardless of GPS, always know the entry type — DPE may test with GPS in OBS/simulation mode
AIM 1-1-17 / AIM 5-3-8
Holding Tips for the Checkride
- Think ahead: Determine entry before reaching the fix — not while flying over it
- Thumb technique: Point thumb along inbound course, use palm position to determine sector
- Protected airspace: The holding pattern side is the protected side — stay there during entry
- On the ±5° boundary between entries: Either entry is acceptable
- Read back the full hold clearance: Direction, fix, radial/course, turns, leg length, EFC time
AIM 5-3-8 / FAA-S-ACS-8C
Key Takeaways
- ODPs give obstacle clearance and are textual (in the Takeoff Minimums section); SIDs are charted and exist mainly for ATC traffic flow.
- Standard climb gradient is 200 ft/NM unless a higher gradient is published.
- A black triangle with "T" = non-standard takeoff minimums / ODPs; with "A" = non-standard alternate minimums — check the notes.
- If you can't fly an assigned SID, tell ATC "unable SID."
Obstacle Departure Procedures (ODPs)
- Provide obstacle clearance during departure
- Standard climb gradient: 200 ft/NM unless otherwise specified
- Printed textually in the Takeoff Minimums section (not charted unless a SID)
- Pilots are expected to use ODPs when departing IFR unless ATC provides vectors
- Higher-than-standard climb gradients are published when obstacles require them
AIM 5-2-9
SIDs (Standard Instrument Departures)
- Charted, graphic departure procedures — primarily for ATC traffic flow management
- Must be included in ATC clearance and pilot must possess the chart
- If unable to fly a SID, advise ATC with "unable SID"
- May include altitude restrictions, speed restrictions, and specific routing
- RNAV SIDs require GPS; conventional SIDs use VOR/DME
AIM 5-2-9
The "T" and "A" Symbols
- Black inverted triangle with "T": Non-standard takeoff minimums or ODPs exist — check notes
- Black inverted triangle with "A": Non-standard alternate minimums exist
- Both indicate you MUST check the Takeoff Minimums section for details
- Standard takeoff minimums (Part 91): None specified — but use good judgment
- Part 121/135: Specific takeoff minimums apply (1 SM or RVR 5000 for 1-2 engines)
AIM 5-4-2
Key Takeaways
- A STAR is a preplanned arrival route; it does NOT include the approach itself and must be assigned by ATC.
- "Expect" altitudes are planning-only; "Cross at" altitudes and STAR speed restrictions are mandatory.
- "Descend via" means comply with ALL published lateral routing and altitude restrictions.
- Brief the approach before the IAF — the STAR usually ends at a feeder fix or the IAF.
STARs (Standard Terminal Arrival Routes)
- Preplanned IFR arrival route from en-route to a fix in the terminal area
- Simplifies clearance delivery and reduces radio congestion
- Does NOT include the approach procedure itself
- Must be assigned by ATC in the clearance
- Pilot must possess the charted STAR — or request "no STAR"
AIM 5-4-1
STAR Altitude & Speed Restrictions
- "Expect" altitudes: For planning only — not mandatory unless issued by ATC
- "Cross at" altitudes: Mandatory — must comply
- Speed restrictions on STARs: Mandatory unless cancelled or modified by ATC
- Lost comm on STAR: Comply with all published altitude and speed restrictions
- Descend via: Comply with all published lateral and vertical restrictions on the STAR
AIM 5-4-1
Transition from STAR to Approach
- STAR ends at a fix — usually the IAF or a feeder fix for the approach
- ATC will issue approach clearance: "Cleared ILS Runway 27 approach"
- If given vectors off the STAR, ATC provides headings and altitudes
- Always have the approach briefed before reaching the IAF
- STAR + Approach = complete arrival-to-landing procedure
AIM 5-4-1
Go Deeper
Stuck on an entry, a wind correction, or a 'descend via' clearance? Ask Kit for a CFI-level walkthrough.
“Walk me through determining the correct holding entry from my heading”
Training aid only — verify all data against your POH and current FAA publications.