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maximum speed. The speed restriction is depicted in
parenthesis inside the holding pattern on the chart:
e.g., (175). The aircraft should be at or below the
maximum speed prior to initially crossing the holding
fix to avoid exiting the protected airspace. Pilots
unable to comply with the maximum airspeed
restriction should notify ATC.
3) Holding patterns at USAF airfields only −
310 KIAS maximum, unless otherwise depicted.
4) Holding patterns at Navy fields only −
230 KIAS maximum, unless otherwise depicted.
31 JULY 08
ENR 1.5−2 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
FIG ENR 1.5−1
Holding Patterns
TYPICAAL PROCEDURE ON AN ILS OUTER MARKER
EXAMPLES OF HOLDING
L OM M M
RUNWAY
VOR
VOR
TYPICAL PROCEDURE AT INTERSECTION
OF VOR RAADIALS
HOLDING COURSE
AWAY FROM NAVAID
HOLDING COURSE
TOWARD NAVAID
VORTAC
115 NM DME FFIIX 10 NM DME FIIX
TYPIICAL PROCEDURE AT DME FIIX
AIP ENR 1.5−3
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG ENR 1.5−2
Holding Pattern Descriptive Terms
ABEAM
HOLDING SIDE
OUTBOUND
END
HOLDING
COURSE
OUTBOUND
INBOUND
NONHOLDING SIDE
FIX END
RECIPROCAL
FIX
FIG ENR 1.5−3
Holding Pattern Entry Procedures
ENR 1.5−4 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
5)When a climb−in hold is specified by a
published procedure (e.g., Climb−in holding
pattern to depart XYZ VORTAC at or above 10,000."
or All aircraft climb−in TRUCK holding pattern to
cross TRUCK Int at or above 11,500 before
proceeding on course."), additional obstacle protection
area has been provided to allow for greater
airspeeds in the climb for those aircraft requiring
them. The holding pattern template for a maximum
airspeed of 310 KIAS has been used for the holding
pattern if there are no airspeed restrictions on the
holding pattern as specified in subparagraph b)2) of
this paragraph. Where the holding pattern is restricted
to a maximum airspeed of 175 KIAS, the 200 KIAS
holding pattern template has been applied for
published climb−in hold procedures for altitudes
6,000 feet and below and the 230 KIAS holding
pattern template has been applied for altitudes above
6,000 feet. The airspeed limitations in 14 CFR
Section 91.117, Aircraft Speed, still apply.
c)The following phraseology may be used by an
ATC specialist to advise a pilot of the maximum
holding airspeed for a holding pattern airspace area.
PHRASEOLOGY−
(AIRCRAFT IDENTIFICATION) (holding instructions,
when needed) MAXIMUM HOLDING AIRSPEED IS
(speed in knots).
1.3.2.2Entry Procedures (See FIG ENR 1.5−3.)
a)Parallel Procedure.When approaching the
holding fix from anywhere in sector (a), the parallel
entry procedure would be to turn to a heading to
parallel the holding course outbound on the
nonholding side for one minute, turn in the direction
of the holding pattern through more than 180 degrees,
and return to the holding fix or intercept the holding
course inbound.
b)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 degree teardrop entry
within the pattern (on the holding side) for a period of
one minute, then turn in the direction of the holding
pattern to intercept the inbound holding course.
c)Direct Entry Procedure.When approaching
the holding fix from anywhere in sector (c), the direct
entry procedure would be to fly directly to the fix and
turn to follow the holding pattern.
d)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.
1.3.2.3Timing
a)Inbound Leg
1)At or below 14,000 feet MSL: 1 minute.
2)Above 14,000 feet MSL: 11/2 minutes.
NOTE−
The initial outbound leg should be flown for 1 minute or
11/2 minutes (appropriate to altitude). Timing for
subsequent outbound legs should be adjusted, as
necessary, to achieve proper inbound leg time. Pilots may
use any navigational means available; i.e. DME, RNAV,
etc., to insure the appropriate inbound leg times.
　
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