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entry procedure would be to fly directly to the fix and
turn to follow the holding pattern.
A pilot should make all turns during entry and while holding at:
1. 3° per second, or
2. 30° bank angle, or
3. A bank angle provided by a flight director system.
Time Factors
The holding pattern entry time reported to ATC is the initial
time of arrival over the fix. Upon entering a holding pattern,
the initial outbound leg is flown for 1 minute at or below
14,000 feet MSL, and for 1-1/2 minutes above 14,000
feet MSL. Timing for subsequent outbound legs should be
adjusted as necessary to achieve proper inbound leg time.
The pilot should begin outbound timing over or abeam the
fix, whichever occurs later. If the abeam position cannot
be determined, start timing when the turn to outbound is
completed. [Figure 10-7]
Time leaving the holding fix must be known to ATC before
succeeding aircraft can be cleared to the vacated airspace.
Leave the holding fix:
1. When ATC issues either further clearance en route or
approach clearance;
2. As prescribed in 14 CFR part 91 (for IFR operations;
two-way radio communications failure, and
responsibility and authority of the pilot-in-command);
or
3. After the IFR flight plan has been cancelled, if the
aircraft is holding in VFR conditions.
DME Holding
The same entry and holding procedures apply to DME
holding, but distances (nautical miles) are used instead of
time values. The length of the outbound leg will be specified
by the controller, and the end of this leg is determined by
the DME readout.
Approaches
Compliance With Published Standard Instrument
Approach Procedures
Compliance with the approach procedures shown on the
approach charts provides necessary navigation guidance
information for alignment with the final approach courses,
10-13
Figure 10-7. Holding—Outbound Timing.
as well as obstruction clearance. Under certain conditions, a
course reversal maneuver or procedure turn may be necessary.
However, this procedure is not authorized when:
1. The symbol “NoPT” appears on the approach course
on the plan view of the approach chart.
2. Radar vectoring is provided to the final approach
course.
3. A holding pattern is published in lieu of a procedure
turn.
4. Executing a timed approach from a holding fix.
5. Otherwise directed by ATC.
Instrument Approaches to Civil Airports
Unless otherwise authorized, when an instrument letdown to
an airport is necessary, the pilot should use a standard IAP
prescribed for that airport. IAPs are depicted on IAP charts
and are found in the TPP.
ATC approach procedures depend upon the facilities available
at the terminal area, the type of instrument approach executed,
and the existing weather conditions. The ATC facilities,
navigation aids (NAVAIDs), and associated frequencies
appropriate to each standard instrument approach are given
on the approach chart. Individual charts are published for
standard approach procedures associated with the following
types of facilities:
1. Nondirectional beacon (NDB)
2. Very-high frequency omnirange (VOR)
3. Very-high frequency omnirange with distance
measuring equipment (VORTAC or VOR/DME)
4. Localizer (LOC)
5. Instrument landing system (ILS)
6. Localizer-type directional aid (LDA)
7. Simplified directional facility (SDF)
8. Area navigation (RNAV)
9. Global positioning system (GPS)
An IAP can be flown in one of two ways: as a full approach
or with the assistance of radar vectors. When the IAP is flown
as a full approach, pilots conduct their own navigation using
the routes and altitudes depicted on the instrument approach
chart. A full approach allows the pilot to transition from
the en route phase, to the instrument approach, and then to
a landing with minimal assistance from ATC. This type of
procedure may be requested by the pilot but is most often
used in areas without radar coverage. A full approach also
provides the pilot with a means of completing an instrument
approach in the event of a communications failure.
When an approach is flown with the assistance of radar vectors,
ATC provides guidance in the form of headings and altitudes
which position the aircraft to intercept the final approach.
From this point, the pilot resumes navigation, intercepts the
final approach course, and completes the approach using the
IAP chart. This is often a more expedient method of flying
the approach, as opposed to the full approach, and allows
ATC to sequence arriving traffic. A pilot operating in radar
　
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