1. Holding Pattern Shape and Terminology
Unless the clearance given by ATC (or the route documentation contains instructions to the contrary), all turns after initial entry into the holding pattern shall be made to the right.
Countries applying US regulations use the phrase ‘standard pattern’ for a right-hand pattern, and ‘non-standard pattern’ for a left-hand pattern.
2. ICAO Standard Limitations for Speed, Rate of Turn and Timing
Enter and fly holding pattern at or below given (Standard) IAS.
The route documentation gives only countries applying the ‘New’ PANS-OPS table, use ‘Old’ speeds in any other country.
The route documentation provides also information on countries applying other than ICAO standard maximum holding speeds (e.g. Canada, USA and countries applying US regulations).
Non-standard (i.e. lower) maximum holding speeds are published on the relevant charts.
The levels tabulated represent ‘altitudes’ or corresponding ‘flight levels’ depending upon the altimeter setting in use.
Advise ATC if assigned speed is conflicting with:
- Prescribed maximum.
- Minimum safe airspeed for any particular operation.
A limiting DME distance or VOR radial overrides an outbound timing.
ICAO ‘New’ PANS-OPS
| Altitudes (ft) | Normal conditions | Turbulence conditions | Still air outbound timing |
|---|---|---|---|
| Above 34.000 | M 0.83 | ||
| Above 20.000 to 34.000 (inclusive) | 265 kt | with ATC clearance: 280 kt or M 0.8 (whichever is lower) | 1 ½ min |
| Above 14.000 to 20.000 (inclusive) | 240 kt | ||
| Up to 14.000 (inclusive) | 230 kt * | 1 min |
* 170 kt for holdings limited to CAT A/B aircraft only.
ICAO ‘Old’ PANS-OPS (Jet aircraft)
| Altitudes (ft) | Normal conditions | Turbulence conditions | Still air outbound timing |
|---|---|---|---|
| Above 14.000 | 240 kt * | with ATC clearance: 280 kt or M 0.8 (whichever is lower) | 1 ½ min |
| Above 6000 to 14.000 (inclusive) | 220 kt ** | 1 min | |
| Up to 6000 (inclusive) | 210 kt ** | 1 min |
* Propeller aircraft: 175 kt.
** Propeller aircraft: 170 kt.
Bank angle and rate of turn
All turns are to be made at a bank angle of 25° or at a rate of 3° per second, whichever requires the lesser bank.
Outbound timing
Outbound timing begins over or abeam the fix whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed.
Wind corrections during entry and holding
Make allowance for known wind by applying corrections both to heading and timing during entry and while flying in the holding pattern.
3. Approaching Holding Fix
When crossing the holding fix initially, speed should be at or below the maximum holding speed.
To accomplish this, begin speed reduction 3 minutes prior to estimated initial time over the holding fix.
Make all turns during entry at (1) 3° per second, or (2) 25° bank angle, or (3) bank angles as dictated by flight director — or other flight guidance systems.
4. Entry into the Holding
Sector 1 Procedure / Parallel Entry
Overhead the fix, turn shortest way to parallel the holding track. After 1 minute or 1.5 min (appropriate to altitude) return to the holding fix via the holding side or intercept the inbound holding track.
Sector 2 Procedure / Offset Entry
Overhead the fix, proceed on a heading of 30° offset from the outbound holding leg. After 1 minute or 1.5 min (appropriate to altitude) intercept the inbound holding track.
Sector 3 Procedure / Direct Entry
Overhead the fix, turn outbound in the direction of the pattern and fly the pattern.
Entry sector flexibility and timing
Choose entry according to heading in relation to the three sectors, recognizing a zone of flexibility of 5° on either side of the sector boundaries.
Timing may be substituted by limiting DME distance or VOR radial.
Countries applying US regulations continue to use the phrase ‘Teardrop entry’ instead of ‘Offset entry’.
5. Flying the Holding Pattern – Wind Correction
Due allowance should be made in both heading and timing to compensate for the effects of known wind.
Crosswind
The following figures illustrate one of the methods of correction for crosswind.
The correction into wind of 2x the drift in seconds must be at least double at altitudes above 14.000 ft due to higher TAS.
Another method is: correct 2x the drift in degrees into the wind on the outbound leg. This method is preferred by company with small drift-angles, instead of rolling-out of the turn for only a few seconds.
Tail- and headwind
Compensate by application of the following system:
- One minute pattern:
Reduce/extend outbound time by one second per knot wind component. - One and a half minute pattern:
Reduce/extend outbound time by one and a half second per knot wind component.
NOTE: In determining protected airspace, piloting limitations as dealt with in the preceding paragraphs have been accounted for.
6. Protected Airspace
Holding area
Operational limitations result in a certain amount of airspace to be protected. The exact dimensions of the area are variable. They depend upon the restrictions of the holding (altitude, outbound timing, VOR or NDB, DME, etc.). The basic shape is as shown above.
Obstacle clearance
Obstacle clearance is 1000 ft (2000 ft over mountainous terrain). In a buffer area of 5 NM around the holding area obstacle clearance gradually reduces to zero.
Buffer area
The protected airspace illustration shows a buffer area of 5 NM around the holding area where obstacle clearance gradually reduces to zero.
7. Leaving the Holding Pattern
When holding at a fix and instructions are received specifying the time of departure from the fix to continue with the clearance previously received or to commence the approach, the pilot should adjust his flight path within the limits of the established holding pattern in order to leave the fix at the exact time specified.
Departing the holding fix, normal speed is to be resumed with respect to other governing speed requirements such as terminal area speed limits, maximum initial approach speeds, specific ATC requests, etc.