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charted, the ATC clearance will specify the following:
1. Direction of holding from the fix in terms of the eight
cardinal compass points (N, NE, E, SE, etc.)
2. Holding fix (the fix may be omitted if included at the
beginning of the transmission as the clearance limit)
3. Radial, course, bearing, airway, or route on which the
aircraft is to hold.
4. Leg length in miles if DME or area navigation
(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, because
the pilot requests or the controller considers it
necessary.
6. Time to expect-further-clearance (EFC) and any
pertinent additional delay information.
ATC instructions will also be issued whenever:
1. It is determined that a delay will exceed 1 hour.
2. A revised EFC is necessary.
3. In a terminal area having a number of navigation
aids and approach procedures, a clearance limit may
not indicate clearly which approach procedures will
be used. On initial contact, or as soon as possible
thereafter, approach control will advise the pilot of
the type of approach to expect.
4. Ceiling and/or visibility is reported as being at or
below the highest “circling minimums” established
for the airport concerned. ATC will transmit a report
of current weather conditions and subsequent changes,
as necessary.
5. An aircraft is holding while awaiting approach
clearance, and the pilot advises ATC that reported
weather conditions are below minimums applicable
to the operation. In this event, ATC will issue suitable
instructions to aircraft desiring either to continue
holding while awaiting weather improvement or
proceed to another airport.
Standard Entry Procedures
The entry procedures given in the AIM evolved from
extensive experimentation under a wide range of operational
conditions. The standardized procedures should be followed
to ensure that an aircraft remains within the boundaries of
the prescribed holding airspace.
When a speed reduction is required, start the reduction when
3 minutes or less from the holding fix. Cross the holding fix
initially at or below the maximum holding airspeed (MHA).
The purpose of the speed reduction is to prevent overshooting
the holding airspace limits, especially at locations where
adjacent holding patterns are close together.
All aircraft may hold at the following altitudes and maximum
holding airspeeds:
Altitude Mean Sea Level (MSL) Airspeed (KIAS)
Up to 6,000 feet 200
6,001 – 14,000 feet 230
14,001 feet and above 265
10-12
Figure 10-6. Holding Pattern Entry Procedures.
The following are exceptions to the maximum holding
airspeeds:
1. Holding patterns from 6,001 to 14,000 feet may
be restricted to a maximum airspeed of 210 knots
indicated airspeed (KIAS). This nonstandard pattern
is depicted by an icon.
2. Holding patterns may be restricted to a maximum
airspeed of 175 KIAS. This nonstandard pattern is
depicted by an icon. Holding patterns restricted to
175 KIAS are generally found on IAPs applicable to
category A and B aircraft only.
3. Holding patterns at Air Force airfields only—310
KIAS maximum, unless otherwise depicted.
4. Holding patterns at Navy airfields only—230 KIAS
maximum, unless otherwise depicted.
5. The pilot of an aircraft unable to comply with
maximum airspeed restrictions should notify ATC.
While other entry procedures may enable the aircraft to
enter the holding pattern and remain within protected
airspace, the parallel, teardrop, and direct entries are the
procedures for entry and holding recommended by the FAA.
Additionally, paragraph 5-3-7 in the AIM should be reviewed.
[Figure 10-6]
1. Parallel Procedure. When approaching the holding
fix from anywhere in sector (a), fly to the fix.
Afterwards, turn to a heading to parallel the holding
course outbound. Fly outbound for 1 minute, turn in
the direction of the holding pattern through more than
180°, and return to the holding fix or intercept the
holding course inbound.
2. Teardrop Procedure. When approaching the holding
fix from anywhere in sector (b), the teardrop entry
procedure would be to fly to the fix, turn outbound to
a heading for a 30° teardrop entry within the pattern
(on the holding side) for a period of 1 minute, then
turn in the direction of the holding pattern to intercept
the inbound holding course.
3. Direct Entry Procedure. When approaching the
holding fix from anywhere in sector (c), the direct
　
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