Holding Procedures

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HOLDING
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Objectives

• Know holding airspeeds/restrictions
• Know what constitutes published holding
• Be able to construct random holding patterns
• Understand holding entry techniques
• Understand techniques for wind corrections
• Understand ICAO holding procedure differences

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GPS HOLDING

• AFI 11-217 Vol 1 pg 132-135
• NDB, LOM, DME, cross radials
• Named point from a current data base, terminal
  RNP (1.0)
• Proceed direct to and hold as publishedSINGLE
  SEAT
• CINDI, CINDY, STACY, STACI, RANDI,
• MARCS, MARXS, ROZZO, ROOZO
• FMS connected to auto pilot?
• Data entry, check results, engage roll auto pilot
• F-117 experience

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Cleared to JAGOW descend and maintain 6,000,
hold as pubd
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FAA Airspeeds

• j. Holding pattern airspace protection is based
  on the following procedures.
• MHA through 6,000 ft 200 KIAS
• 6,001 through 14,000 ft 230 KIAS
• (210 KIAS where published)
• 14,001 ft and above 265 KIAS
• AIM Ch Table 5-3-1, GP Ch 6

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• DO YOU AS A MILITARY PILOT THINK IN TERMS OF
• AM I HOLDING IN A CIVIL PATTERN?

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Holding (Conus)TERPs

• As a rule, holding patterns are built for the
  aircraft which use them ( ref FAAO 7130.3 par
  14, FAA Form 8260-2). Holding patterns are
  constructed at 310 knots (AF) / 230 knots (Navy)
  maximum, unless otherwise depicted (FAR/AIM
  5-3-7).

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Solid Line Terps Airspace Dotted Line Cat E
Airspace
310 Knots
200 Knots
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Review
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OLD GP AirspeedsCurrent FAA Order 7130.3A
MILITARY TURBOJET MAXIMUM
AIRSPEED (1) all (except aircraft listed below in
(2), (3), (4), (5) and (6)
.......................................
230 knots IAS (2) A5, A7 (USAF), F4 (USN), F14,
F15, F16, F106, T38 .....................
................... 265 knots IAS (3) F4
(USAF)........................................
280 knots IAS (4) F5, F111......................
...................... 310 knots IAS (5)
T37...............................................
..... 175 knots IAS (6) B1...................
................................... 310
knots IAS
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11-217 Note

• 10.2.4.2 NOTE Although FAAO 7130.3a Holding
  Pattern Criteria, details maximum holding
  airspeeds by aircraft type, these are not applied
  in the creation of holding patterns.

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Current FAA Airspeeds
All Aircraft Maximum Airspeed 0 -
6,000 MSL 200 KIAS above 6,000 MSL -
14,000 MSL 230 KIAS above 14,000 MSL 265
KIAS Exceptions 1. Holding patterns at USAF
airfields only - 310 KIAS maximum unless
otherwise depicted. 2. Holding patterns at US
Navy airfields only - 230 KIAS maximum all
altitudes unless otherwise depicted
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More Exceptions!

• Certain patterns from 6,001 to 14,000
  restricted to 210 KIAS (noted by an icon)
• Holding patterns at all altitudes may be
  restricted to 175 KIAS (noted by an icon)
  generally found on IAPs for Cat A or B

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Still More Exceptions!

• When a climb-in hold is specified by a published
  procedure (climb-in holding pattern) the
  holding template for 310 KIAS has been used
• Exception to Exception-Where the holding pattern
  is restricted to 175 KIAS, 200 KIAS may be used
  below 6000 and 230 KIAS may be used above 6000
  when climbing.

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Why the Change? (Conus)

• In 1989, FAA reduced the number of maximum
  airspeeds allowed for civil turbojet holding
  patterns from three (200/210/265) to two
  (230/265).
• The problem is that when the FAA set 230 knots as
  the speed limit for holding at the lower
  altitudes, the agency increased the maximum
  holding speeds without increasing the sizes of
  the holding patterns.

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Why the Change? (Conus)

• For six years these non-TERPSed speeds existed in
  AIM and all other regulations
• ALPA Safety Alert Bulletin 93-6
• FAA issued GENOT 4/75 and NOTAM 3/5696 to alert
  pilots
• Not until 1996 did AIM reflect the change

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Holding Airspeed (Conus)

• So what does it mean to me?
• If you are holding you need to abide by the
  terpsd maximum speeds

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Hey, I cant fly that slow!

• The most important thing the ATCS can do,
  regarding requests for higher holding airspeed or
  longer leg length, is be aware of their holding
  pattern limitations and know the consequences if
  a deviation from the holding pattern airspace is
  approved.
• Air Traffic Bulletin Feb 96

• Issue Max Holding Airspeed Advisories When
• Approved higher airspeed and holding airspace
  allows
• Observed deviation from holding pattern airspace
• Airspeed restricted holding pattern w/out
  published speed
  
• 7110.65R ATC 4-6-4

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Hey, I cant fly that slow!

• The information on each specific holding fix
  under U.S. jurisdiction is carried on an FAA Form
  8260-2. This form indicates the patterns maximum
  airspeed, as well as the minimum and maximum
  holding altitudes.

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Holding Airspeed (Conus)

• An icon has been developed for use on enroute
  low altitude and controller charts.
• The new icon is the standard holding pattern
  symbol (racetrack) with 210K placed in the
  center.
• AIM Ch 5

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Enroute chart
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Enroute chart
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Published Holding Patterns GP Ch 6 / AIM Ch 5

• (1)Whenever an aircraft is cleared to a fix
  other than the destination airport and delay is
  expected, it is the responsibility of the ATC
  controller to issue complete holding instructions
  (unless the pattern is charted), an EFC time and
  his best estimate of any additional
  enroute/terminal delay
• (AIM includes NOTE regarding charted)
  

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Published Holding Patterns GP 6

• (2) If the holding pattern is charted and the
  controller doesnt issue complete holding
  instructions, the pilot is expected to hold as
  depicted on the appropriate chart. Holding
  instructions that contain only the holding
  direction (i.e., Hold East) inform pilots that
  the pattern is charted.
• NOTE Only those holding patterns depicted on
  US Government Low/High Altitude Enroute,
  Area/Terminal charts or STARs should be used.

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Published Holding Patterns AIM Ch 5

• b. If the holding pattern is charted and the
  controller doesnt issue complete holding
  instructions, the pilot is expected to hold as
  depicted on the appropriate chart. When the
  pattern is charted, the controller may omit all
  holding instructions except the charted holding
  direction and the statement AS PUBLISHED e.g.,
  HOLD EAST AS PUBLISHED. Controllers shall always
  issue complete holding instructions when pilots
  request them.

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Published Holding Patterns GP Ch 6 and AIM Ch 5

• (3) If no holding pattern is charted and holding
  instructions have not been issued, ask ATC for
  holding instructions prior to reaching the fix.
  This procedure will eliminate the possibility of
  entering a holding pattern other than that
  desired by ATC. If unable to obtain holding
  instructions prior to reaching the fix (due to
  frequency congestion, stuck microphone, etc.),
  hold in a standard pattern on the course on which
  you approach the fix and request further
  clearance ASAP. In this event, the
  altitude/flight level of the aircraft at the
  clearance limit will be protected so that
  separation will be provided as required.

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Published Holding Patterns FAA 7110.65 (ATC)

• b. Holding Instructions
• 1. Holding instructions may be eliminated when
  you inform the pilot that no delay is expected.
• 2. When the pattern is charted, you may omit all
  holding instructions except the charted holding
  direction and the statement as published.
  Always issue complete holding instructions when
  the pilot requests them.

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Published Holding Patterns

• WARNING!
• Use caution if the controller directs you to
  hold at an IAF, as only those holding patterns
  found on Low/High Altitude Enroute, Area/Terminal
  Charts, or STARs are considered charted holding
  patterns
• Sometimes more than one holding pattern is
  depicted at a single fix on different IAPs.
• Always ask for more complete instructions if
  there is any doubt.

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11-217 Text

• 10.2.1.2.1.1 NOTE AIM describes charted
  holding patterns as those holding patterns
  depicted on U.S. government or commercially
  produced (meeting FAA requirements) low/high
  altitude enroute, and area or STAR charts.
  Although the AIM and GP do not specifically
  mention the use of published holding patterns
  depicted on instrument approach procedures, in
  day-to-day operations they are used frequently.
  If the controller clears you to hold as
  published using a holding pattern published on
  an approach plate, make sure you are holding in
  the correct pattern. In some situations, there
  may be more than one published holding pattern at
  the same fix. (See Figure 10.2) If there is any
  doubt about your clearance, query the controller.

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HOVER!!!
When in doubt
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Holding Patterns
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Random Holding Instructions

• 1. direction of holding from the fix in terms of
  the eight cardinal compass points (i.e. N, NE, E,
  SE)
• 2. holding fix (the fix may be omitted if
  included at the beginning of the transmission as
  the clearance limit)
• 3. radials, 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 will be specified in minutes on
  pilot request or if the controller considers it
  necessary)
• 5. direction of turn, if left turns are to be
  made, the pilot requests, or if the controller
  considers it necessary
• 6. time to expect further clearance and any
  pertinent additional delay information

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Random Holding Instructions

• Hold southwest of the 40 DME fix, the ABC TACAN,
  045o radial. Ten mile legs, left turns. Expect
  further clearance at 2300Z.

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Random Holding
Hold Southwest...
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Random Holding
Hold Southwest of the 40 DME fix...
40 DME
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Random Holding
Hold Southwest of the 40 DME fix, ABC TACAN, 045o
radial...
40 DME
045o Radial
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Random Holding
Hold Southwest of the 40 DME fix, ABC TACAN, 045o
radial. 10 mile legs...
40 DME
045o Radial
30 DME
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Random Holding
Hold Southwest of the 40 DME fix, ABC TACAN, 045o
radial. 10 mile legs, left turns
40 DME
045o Radial
30 DME
ABC TACAN
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CROSS OR QUADRANT METHOD
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HOLD SW OF THE 30 DME FIX, CAB VORTAC, 225oR, 10
MILE LEGS, LEFT TURNS
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HOLD SW OF THE 30 DME FIX, CAB VORTAC, 225oR, 10
MILE LEGS, LEFT TURNS
225oR
40 DME
30 DME
CAB VORTAC
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HOLD NW OF THE 40 DME FIX, CAB TACAN,135o
RADIAL, 10 MILE LEGS.
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HOLD NW OF THE 40 DME FIX, CAB TACAN, 135o
RADIAL, 10 MILE LEGS.
135oR
CAB VORTAC
40 DME
30 DME
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Holding Entries
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AFMAN 11-217
OLD - The aircraft must cross the holding fix,
turn outbound and remain within the holding
airspace. 10.3 Holding Pattern
Procedures. 10.3.1. Holding Procedure. The
angular difference between the inbound holding
course and the heading at the initial holding fix
passage determines the direction of turn to enter
the holding pattern. Holding pattern sizes can
vary greatly depending on the altitude of the
holding pattern, primary aircraft the procedure
was designed for, and other factors. Pilots have
no way of knowing the design limits of protected
airspace for a particular holding pattern.
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Holding Entry
70o
Direct Entry
70o
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Holding Entry
70o
Parallel Entry
70o
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Holding Entry
45o
45o
Teardrop Entry
45o
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Holding Entry

• AIM Technique and ICAO Procedure

Parallel
30 Teardrop Heading
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110
Teardrop
Direct
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Holding Entry

• Mercedes-Benz Method
• Civilian Hand Method

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Mercedes-Benz Method
UPPER LUBBER LINE
AIRCRAFT HEADING DIRECT TO HOLDING FIX
Left
Right
0
0
90 INDEX
90 INDEX
0
20 BELOW
20 BELOW
0
HSI
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Civilian Hand Method
Right Turns
Left Turns
T.D.
T.D.
0
20
PARALLEL
0
20
PARALLEL
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SU-37 Holding
What do you do when ATC asks for a tight 360?
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HOLDING BASICS

• Can we hold over a TACAN?
• AFMAN 11-217 Paragraph 10.2.1. NOTE AFMAN
  11-226 TERPs, states that the use of TACAN
  station passage as a fix is not acceptable for
  holding fixes or high altitude initial approach
  fixes. Therefore, if the aircraft is TACAN-only
  equipped, do not hold directly over a TACAN or
  VORTAC facility or plan to use these facilities
  as high altitude IAFs.

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HOLDING BASICS

• Can I shorten a holding pattern ?
• It Depends
• You can shorten the pattern only with ATC
  clearance. Usually this is done to meet an
  assigned time to depart the holding fix.
• Can I lengthen a holding pattern?
• If terrain or airspace a factor or unknown
• Only with ATC Clearance and Caution!

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Holding Basics

• 11-217 Para 10.3.5. Timing. The maximum inbound
  leg time is 1 minute at or below 14,000 feet MSL
  and 1½ minutes above 14,000 feet MSL. On the
  initial outbound leg, do not exceed the
  appropriate time for the altitude unless
  compensating for a known wind. Adjust subsequent
  outbound legs as necessary to meet the required
  inbound time. ATC expects pilots to fly the
  complete holding pattern as published.
  Therefore, do not shorten the holding pattern
  without clearance from ATC.

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Timing
Is Everything!
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Timing Procedure
Start Timing Abeam the Fix
1 Minute at or below 14,000 MSL
1 Minute 30 Seconds above 14,000 MSL
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Timing Techniques

Example


40 Seconds
60 (or 90 seconds)

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Timing Techniques
Corrected outbound leg time
1 Minute 30 Second patterns

Above 14,000
At or below 14,000
Corrected outbound leg time
1 Minute patterns

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TIMING EXAMPLE
YOU ARE AT 15,000 AND HOLDING YOUR INBOUND TIMING
WAS 100 SEC TO CORRECT
8100



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100
YOUR NEXT OUTBOUND TIME SHOULD BE 81 SEC
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Drift Corrections

• Unless you are compensating for known winds, fly
  turns at standard rate (3o per second), or 30o
  bank angle, or bank angle commanded by the flight
  director system.
• (TAS / 10) 7 Standard Rate Bank Angle

• Compensate for wind effect primarily by drift
  correction on the inbound and outbound legs.
  When outbound, triple the drift correction to
  avoid major turn adjustments
• AIM Ch 5

AFMAN 11-217 Ch 10
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TIMING CALCULATE THE TIME IT TAKES TO MAKE THE
INBOUND TURN
SRT 2 MINUTES FOR 360o TURN
SRT 1 MINUTE FOR 180o TURN
Less than SRT 360o TURN AT 30o OF BANK 1 OF
TAS
EXAMPLE
TAS 240 KTS
240



2
.
4
MINUTES
100
2 MINUTES 24 SEC FOR A 360o TURN
or
1 MINUTE 12 SEC FOR A 180o TURN
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Triple Drift
Use 30o of bank
Wind Drift

Single Drift
Triple Drift
Maximum drift is 30o Use triple drift for the
amount of time required to complete inbound turn

Use 30o of bank
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Triple Drift
YOURE FLYING AT 300 KTAS
WIND 30 KNOTS
STEP 1
30 KNOTS
/ 5
NM 6 DRIFT

1 OF TAS
STEP 2
TRIPLE DRIFT
3 MINUTES TO MAKE A 360
SINGLE DRIFT
18 OF CORRECTION
THEREFORE THE 180 INBOUND TURN WOULD TAKE
6 DEGREES
AIRCRAFT
OF DRIFT
1 MINUTE AND 30 SECONDS
HDG.162
AIRCRAFT
STEP 3
HDG .006
ADD THE DRIFT ON INBOUND LEG, USE 30 OF BANK ,
TRIPLE DRIFT OUTBOUND, AND USE 30 OF BANK WITH
THE WIND
30 DEGREES OF BANK
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ICAO Holding Procedures
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ICAO Differences

• Entry is essentially the same as FAA civil
  procedures, including the 50 zone of
  flexibility
• Teardrop is 30 degrees for no more than 1 min, 30
  sec.
• Obstacle clearance is greater.

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ICAO Differences
1 Parallel
30
2 Teardrop
3 Direct
70o
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ICAO Differences

• Holding
• bank angles
• 25 degree bank, or 3 degrees/second, whichever
  is less
• ICAO does not allow correcting for winds by
  adjusting bank angle
• timing
• Timing is applied to the outbound leg of the
  pattern
• Still Air Conditions
• Due allowance should be made in both heading
  and timing to compensate for the effects of wind
  to ensure the inbound track is regained before
  passing the holding fix inbound. (Pans Ops 8168
  para. 1.5.2.)

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ICAO Holding Speeds

• 23.5.5. Airspeeds. There is little
  standardization of maximum holding airspeeds in
  PANS-OPS. There are three completely different
  tables of holding airspeeds that an approach
  designer could have used, depending on which
  edition of PANS-OPS was used when the holding
  pattern was constructed. As if that were not
  difficult enough, many countries publish their
  own holding pattern airspeeds. This information
  is supposed to be published in FLIP, but it may
  be quite difficult or impossible for you to
  actually find it.

AFI 11-217 Vol 1
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ICAO Holding Speeds

• 23.5.5. (cont) You must understand, though,
  that the concept is the same as in the United
  States maximum holding airspeeds are defined by
  PANS-OPS (or the host country) and have no
  relation to the holding speed specified in the
  aircraft flight manual. If you cannot, (or do not
  want to) find the precise maximum holding speed,
  you may use the table below as a recommendation.
  The table reproduces the airspeeds from the
  Second Edition of PANS-OPS, and is the most
  common table used.

AFI 11-217 Vol 1
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ICAO Max Holding Speeds
NOTE The speeds published for turbulence
conditions shall be used for holding only after
prior clearance with ATC, unless the relevant
publications indicate that the holding area can
accommodate aircraft flying at these high holding
speeds.
Pans Ops 8168
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ICAO HOLDING

• What is a Shuttle?
• A Shuttle is a descent or climb conducted in a
  holding pattern. (11-217, 23.4.2.2.2.)
• Normally specified where descent required on a
  procedure exceeds standard limits.

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ICAO Special Holding Entry Procedures
VOR/DME HOLDING TOWARD THE STATION
VOR/DME HOLDING AWAY FROM THE STATION
ENTRY RADIAL
Secondary Fix
Q
Q
Secondary Fix
ENTRY RADIAL
R
R
Q
Q
HOLDING FIX
HOLDING FIX
Direct Entry Only
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ICAO Holding Procedures
VOR/DME HOLDING TOWARD THE STATION
VOR/DME HOLDING AWAY FROM THE STATION
Limiting Radial
Limiting Outbound Distance
Limiting Outbound Distance
R
R
Q
Q
HOLDING FIX
HOLDING FIX
Limiting Holding
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ICAO Holding Information

• General Planning, Chapter 6, Para 6-15
• Aircraft Operations (PANS OPS Doc 8168)
• AFMAN 11-217, Chapter 23, Para 23.5

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SUMMARY

• Holding airspeeds/restrictions
• Published and random holding patterns
• Holding entry procedures
• Techniques for applying wind corrections
• ICAO holding procedures

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Questions?
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Critiques!
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Review
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Review
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