IFR Holding Patterns

If you are a new IFR student studying for the FAA IFR Written exam or getting ready for your check ride, chances are that you’ve been stressing about holding patterns. I know I did, so here is all you need to know about holding patterns for your FAA test. At the end I provide my trick for entering the holding pattern.

Some terms to know:

Holding Pattern – the usually oval course flown by aircraft awaiting further clearance.

Hold Procedure (FAA Pilot/Controller Glossary) -a predetermined maneuver which keeps aircraft within a specified airspace while awaiting further clearance from air traffic control

Holding Fix (FAA Pilot/Controller Glossary) – a specified fix identifiable to a pilot by NAVAIDs or visual reference to the ground used as a reference point in establishing and maintaining the position of an aircraft while holding

Primary Area (the protected or holding side) provides at least 1,000 feet of obstacle clearance

Secondary Area (non holding side) provides at least 500 feet of obstacle clearance

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 non-holding 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.

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.

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.

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, and were derived as part of the development of the size and shape of the obstacle protection areas for holding.

So, why do we hold?

Airplanes can’t simply stop in traffic like cars, when there are delays, ATC will instruct airplanes to hold (orbit) over defined points (NAVAID, intersection, fix) etc.

Corse reversal (you need to turn around to align with an approach).

Altitude change (climb or decent)

How fast can we fly in the holding pattern? 

What about using GPS in-leu of DME? 

If you even asked this question, I am impressed. “Won’t the DME be different than a GPS driven DME?” Ding Ding Ding! You got it right! Does it matter? Not really, ATC knows about this and they don’t care. Just know, your fix isn’t exactly in the same place as charted. 

How to enter the hold: My trick!

So here goes, and this one is right from your IFR written exam. When it comes to holding, I had a great CFII once teach me this trick.

#1 rule. Don’t over think it. In this example I’m to hold south of the fix on the 180. For practice, take a sheet of paper and draw the hold. 

To do it:
1. Center the CDI with a TO indication.
2. Turn and track towards the fix.
3. Where am I in relation to the fix? (Look at the tail of the centered CDI). Bingo. Your answer right there. I’m northwest of the fix.
4. Visualize how you are going to enter the hold.
5. Ask yourself the following questions.

When I pass the fix will I be:
1. With the hold? Direct
2. Against the hold? Parallel
3. Inside the hold. Teardrop.

Now let’s fly it:

• Pass the fix.
• Turn
• Time
• Twist (the CDI to the inbound leg) 360 in this example.
• Throttle (you should be at your holding speed already)
• Talk (report established in the hold)
• Track (fly the hold)
• Use all tools at your disposal. If you have ground track, use it. Apply wind corrections.
• Time the outbound leg so the inbound leg is what you were instructed to fly.

On written exams draw the hold first.

Remember that a standard hold is to the right. How do you know the hold is standard? They didn’t say “left turns”.

References:

A deep dive into all things holding. https://www.faa.gov/air_traffic/publications/atpubs/aip_html/part2_enr_section_1.5.html