Radio Aids to Navigation

Day 2
 THE STANDARD HOLDING
PATTERN
 Holding patterns are shaped like the oval racetracks you
see on sectionals. In a standard holding pattern, the turns
are to the right, while a nonstandard holding pattern uses
left turns.

 Below 14,000 feet MSL, a holding pattern is usually two

standardrate 180° turns separated by 1 minute straight
segments. Thus, with no wind, each circuit takes 4
minutes.

 Above 14,000 feet MSL, the straight legs are flown for 1
and 1/2 minutes assume holding patterns below 14,000
feet.
THE STANDARD HOLDING
PATTERN
Figure 5-25. At 175 knots,
the straight legs of the
holding pattern are almost 3
nautical miles long with no
wind. At 88 knots, the legs
are about 1.5 miles long.
It's important to remember
that the holding pattern is a
time delay, so there is no
advantage to flying any
faster than necessary.
Slowing down saves fuel
and uses less airspace.
 THE STANDARD HOLDING
PATTERN
 Each holding pattern has a fix, a direction from the fix, and
a line of position (NDB bearing or VOR radial) on which to fly
one leg of the pattern.

 These elements, along with the direction of the turns,

define the holding pattern. Each circuit of the holding
pattern begins and ends at the holding fix.

 The holding fix may be an intersection, a navaid, or a

certain DME distance from a navaid. The inbound leg of the
pattern is flown toward the fix on the holding course.

 As you would expect, the side of the holding course where

the pattern is flown is called the holding side. [Figure 5-26]
THE STANDARD HOLDING
PATTERN
 OUTBOUND AND INBOUND
TIMING
 The challenge during holding is to make your inbound legs
one minute long. Since it is difficult to predict the effects
of wind, use the first trip around to find some approximate
correction factors for subsequent circuits.

 Begin timing the outbound leg when you are abeam the
holding fix. If you cannot identify the abeam position, you
should start timing when you complete the turn outbound.

 After turning inbound, time your inbound leg to gauge the

effect of the wind, and adjust the timing for subsequent
outbound legs to achieve an inbound time of one minute. A
longer inbound leg indicates that you should shorten the
outbound leg, and vice versa. [Figure 5-27]
OUTBOUND AND INBOUND
TIMING
 CROSSWIND CORRECTION

 If you fly your holding pattern without correcting for

crosswind drift, you could inadvertently stray from the
protected airspace area or have difficulty coming back to
the inbound course before passing the fix.

 To avoid these problems, use your normal bracketing and

drift correction techniques to determine the amount of
drift correction necessary during the inbound leg.

 Once you determine the wind correction angle (WCA)

required to maintain the inbound course, triple the
correction for the outbound leg. [Figure 5-29]
CROSSWIND CORRECTION
HOLDING PATTERN ENTRIES
 DIRECT ENTRY

 The direct entry procedure is the most often used,

because it can be applied throughout 180°.

 When you use the direct entry, you simply fly across the
fix, turn right to the out­bound heading, and fly the
pattern. [Figure 5-32]
DIRECT ENTRY
 TEARDROP ENTRY

 The teardrop entry, is similar to the direct entry, with the

exception that after crossing the fix, you turn to a heading
which is approximately 30° away from the holding course
outbound on the holding side of the pattern.

 Once you are established on this heading, fly outbound for

approximately 1 minute; then, turn right to intercept the
holding course inbound, and return to the fix.

 This procedure is necessary to give you some maneuvering

room for your turn inbound onto the holding course.
[Figure 5-33]
TEARDROP ENTRY
 PARALLEL ENTRY

 The parallel entry involves paralleling the holding course

outbound on the nonholding side.

 After crossing the holding fix, turn the airplane to a

heading that parallels the hold­ing course and begin timing
for one minute.

 Then, begin a left turn and return to the fix or reintercept

the course from the holding side and proceed to the
holding fix. [Figure 5-34]
PARALLEL ENTRY
 ATC HOLDING
INSTRUCTIONS
 When controllers anticipate a delay at a clearance limit or
fix, you will usually be issued a holding clearance at least
five minutes before your ETA at the clearance limit or fix.

 If the holding pattern assigned by ATC is depicted on the

appropriate aeronautical chart, you are expected to hold
as published, unless advised otherwise by ATC.

 In this situation, the controller will issue a holding

clearance which includes the name of the fix, directs you
to hold as published, and includes an expect further
clearance (EFC) time.
 ATC HOLDING
INSTRUCTIONS
 An example of such a clearance is: "Cessna 1124R, hold east
of MIKEY Intersection as published, expect further clearance
at 1521." When ATC issues a clearance requiring you to hold
at a fix where a holding pattern is not charted, you will be
issued complete holding instructions.

 This information includes the direction from the fix, name of

the fix, course, leg length, if appropriate, direction of turns
(if left turns are required), and the EFC time.

 You are required to maintain your last assigned altitude

unless a new altitude is specifically included in the holding
clearance, and you should fly right turns unless left turns are
assigned.
 ATC HOLDING
INSTRUCTIONS
 Note that all holding instructions should include an expect
further clearance time.

 If you lose two-way radio communication, the EFC 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. [Figure 5-36]
 ATC HOLDING
INSTRUCTIONS
 ATC HOLDING
INSTRUCTIONS
 If you are approaching your clearance limit and have not
received holding instructions from ATC, you are expected
to follow certain procedures.

 First, call ATC and request further clearance before you

reach the fix. If you cannot obtain further clearance, you
are expected to hold at the fix in compliance with the
published holding pattern.

 If a holding pattern is not charted at the fix, you are

expected to hold on the inbound course using right turns.
This procedure ensures that ATC will provide adequate
separation. [Figure 5-37]
 ATC HOLDING
INSTRUCTIONS
 or Expected Approach Time

PK-ROA, hold North of SLO inbound on the 258 Radial, non-standard hold,
Expected Approach Time 1100 Z
• DME can also be used as a hold

• PK-ROA hold west at 5 DME from LMB

inbound on the 180 Radial Expect Further
Clearance Time 1100 Z
OR
• PK-ROA hold west at 5 DME from LMB
inbound on the 180 Radial, 5 mile legs
Expect Further Clearance Time 1100 Z
• Note that all holding instructions should
include an expect further clearance time. If
you lose two-way radio communication,
the EFC 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.