Holding patterns are one of the most tested topics on both the written exam and the oral. More importantly, they are a routine part of IFR flying — ATC uses them for traffic sequencing, weather delays, and approach spacing. This lesson gives you the knowledge and practice to enter any hold correctly on the first attempt.
You will also fly your first VOR approach — the VOR 24 at Nantucket (KACK). This approach ties together everything from Lessons 1 and 2: attitude flying, VOR tracking, and now procedure execution.
Three entry types: Direct, Parallel, Teardrop (70°/110° sectors)
The "imaginary airfoil" method for determining entry type
Maximum holding airspeeds by altitude
Holding pattern timing — inbound leg: 1 min below 14,000, 1.5 min above
Outbound leg timing — when to start, abeam the fix
Holding at an uncharted fix — what ATC will tell you
Hold in lieu of procedure turn
NDB tracking concepts — outbound and inbound procedures
Simulator Exercise Topics
IFR clearance practice with real KACK ATC audio
VOR 24 approach at KACK — loading, different IAFs, missed approach flow
Approach execution: autopilot with NAV, manual with raw data
VOR 6 at KMVY — radar vectoring and vectors to final (if time allows)
G1000: flying a VOR approach with CDI on GPS vs. OBS on NAV
Flight Plan
Student Planning
Using ForeFlight Maps or Flights, plan an IFR flight for this lesson. Select an appropriate route and include the departure procedure if available. Brief the route, weather, and organize your charts before the session.
Practice: Voice-record approach briefings using FAA/Jeppesen charts for VOR 24 KACK
study time
Instructor Notes
Pacing
30 min briefing, 75 min sim, 15 min debrief
Common Errors
Holding entry selection is the #1 struggle. Students confuse direct vs teardrop vs parallel. Timing (1 min inbound, start timer abeam) gets forgotten under workload.
Teaching Strategy
Draw the hold on paper first. Have them point to their position and determine entry type. Use the G1000 OBS mode to visualize the hold before flying it.
There are three ways to enter a holding pattern, determined by your heading relative to the holding fix. The entry sectors are divided by the 70°/110° lines drawn from the holding fix along the inbound course.
The Three Entry Types
Direct (D): You arrive from the side of the holding pattern. Fly directly to the fix, turn outbound in the holding direction, and fly the pattern. This is the simplest entry — you're already on the correct side.
Teardrop (T): You arrive from a sector roughly opposite the outbound leg. Fly to the fix, then turn to a heading 30° from the inbound course on the holding side, fly for the appropriate time (usually 1 minute), then turn inbound to intercept the holding course.
Parallel (P): You arrive from a sector on the non-holding side. Fly to the fix, turn outbound and fly a heading parallel to the inbound course (but in the opposite direction), fly for the appropriate time, then turn back toward the fix to intercept the inbound course.
Standard vs. Non-Standard Holds
Type
Turn Direction
Sector Layout
Standard
RIGHT turns
Direct sector on the right, Parallel on the left, Teardrop below at 30°
Non-Standard
LEFT turns
Sectors are mirrored — Direct on the left, Parallel on the right
The "Imaginary Airfoil" Method
A practical way to determine your hold entry: you're on your way direct to the holding fix. Put a dot on the chart where you are. Now imagine the holding pattern is an airfoil with the fix representing the front wheel (at the bottom of the airfoil). Place your 70°/110° line so it seems to blow back over the top of the wing.
According to Bernoulli, the wind blows faster over the top... so you can now visualize which quadrant you're in: Direct, Parallel, or Teardrop. You're in and plan the proper heading to turn to after you cross the fix.
Maximum Holding Pattern Speeds
Maximum Holding Airspeeds — AIM 5-3-8, TBL 5-3-1, FAA Order 7130.3A
Altitude (MSL)
Airspeed (KIAS)
6,000 ft and below
200
6,001 – 14,000 ft
230
14,001 ft and above
265
Holding at USAF airfields: 310 KIAS max. Navy fields: 230 KIAS max. Unless otherwise depicted.
If the maximum airspeed for the hold is other than standard, it may be depicted either inside or just outside the charted racetrack symbol.
Holding Pattern Speeds and Timing
Speed Reduction on Approach
When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix initially at or below the maximum holding airspeed.
Turn Technique
Make all turns during entry and while holding at:
3° per second, or
30° bank angle, or
25° bank provided a flight director system is used
Use whichever requires the LEAST bank.
Inbound Leg Timing
Altitude
Inbound Leg Time
At or below 14,000 ft MSL
1 minute
Above 14,000 ft MSL
1½ minutes
Outbound Leg Timing
Timing for the outbound leg begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed.
Reporting
Pilots should report time and altitude when entering a hold, and report leaving a hold.
Holding at a Fix Where the Pattern Is Not Charted
When ATC assigns a hold at an uncharted fix, the clearance will include (AIM 5-3-8, FAA-H-8083-16):
Direction of holding FROM the fix — in terms of the eight cardinal compass points (N, NE, E, SE, etc.)
Radial, course, bearing, airway or route on which the aircraft is to hold
Leg length — in miles if DME or RNAV is to be used, or otherwise in minutes
Direction of turn — if LEFT turns are to be made (standard RIGHT turns are default)
Time to Expect Further Clearance (EFC)
Example: "Hold WEST of 'Elvis' on the 270° radial, LEFT turns, 10 mile legs, Expect Further Clearance at 1520Z, time now 1420Z."
Hold in Lieu of Procedure Turn
When a holding pattern is published as a heavy bold racetrack on an approach chart (in place of a procedure turn), it serves as the course reversal for the approach. Key rules:
If an aircraft is established in a published holding pattern at an assigned altitude above the published minimum holding altitude and subsequently cleared for the approach, the pilot may descend to the published minimum holding altitude. The holding pattern is only a segment of the IAP if it is published on the instrument procedure chart and is used in lieu of a procedure turn.
NDB Tracking Concepts
Primary NDB concepts for approach and holding (AIM 1-1-2, 1-1-8, FAA-H-8083-15, FAA-H-8083-16, FAA-H-8083-25):
PARALLEL the course you want to be on (inbound or outbound) — the HEAD of the needle ALWAYS points to the COURSE (and the wind)
While paralleling the course, if the head of the needle is:
LEFT of center — turn LEFT 30° or 45° for a few seconds
RIGHT of center — turn RIGHT 30° or 45° for a few seconds
NDB Outbound
Parallel the outbound course
Turn towards the HEAD of the needle — 30° or 45° for a few seconds
When the TAIL (superimposed on the DG) points to the outbound course — you're on it. Turn back and check.
The Procedure Turn is always AWAY from the fix (unless nearing the 10-mile limit)
NDB Inbound
Parallel the inbound course
Turn towards the HEAD of the needle — 30° or 45° for a few seconds
When the HEAD (superimposed on the DG) points to the inbound course — you're on it. Turn back and check.
Non-Precision Approach Descent — "Dive & Drive"
When established on the inbound course — whether the station is on or off the field — the Dive & Drive method calls for descending to MDA as quickly as possible, at least 1,000 FPM. Add power as necessary when you reach the MDA.
Station ON the Field
When established on the inbound course — drop the gear, flaps and descend to MDA as quickly as possible — at least 1,000 FPM
Add power as necessary when you reach the MDA
Station OFF the Field
When crossing over the NDB/VOR inbound — start TIME — drop the gear, flaps and descend to MDA as quickly as possible — at least 1,000 FPM
Add power as necessary when you reach the MDA
3-min review
Review from Lesson 2
VOR fundamentals: radials, bearing pointers, TO/FROM logic
Autopilot operation: HDG, NAV, FLCH, VS modes
Approach loading and briefing workflow
Pattern A, Vertical S1, and Teardrop maneuvers (as needed)
Pattern A — Straight-and-Level with Timed Turns
Two connected patterns. Left: timed turns (15-sec, 1-min, 1:15) at normal cruise. Right: 2-min legs with speed changes (cruise ↔ approach). Constant altitude. Standard rate = 3°/sec.
Vertical S — Attitude Indicator + Altimeter Scan
Wings level throughout — heading constant. Climbs at progressively smaller pitch attitudes (5°, 4°, 3°, 2°). All descents at 2.5° nose down. Practice with attitude indicator + altimeter only.
S-1 — Climbing/Descending Turns, Alternating Left & Right
Start heading south. Each cycle: climb during first 180° (bottom half of circle), descend at 2.5° during second 180° (top half). Alternate left and right turns with decreasing altitude targets. If target altitude reached before the abeam point, level off and hold until 180°.
S-2 — Turn Reverses with Each Altitude Change
Identical to S-1 but the turn direction reverses with each change in vertical direction. Left climbing turn → right descending turn → left climbing turn. Creates an S-shaped ground track advancing sideways. All descents at 2.5° nose down.
Pre-Flight Briefing
IFR Flight Plan KACK → KPVD: Route planning and weather brief
Approach Briefing:
VOR 24 KACK — loading, different IAFs, review missed approach flow
VOR 6 KMVY — no procedure turn due to radar vectoring
Flying a VOR approach with the CDI on GPS and OBS 1 on NAV 1
Execute the VOR 24 approach at Nantucket. Treat it as a non-radar environment — you will need to make a full procedure turn or hold entry. Practice three modes:
Autopilot with NAV and VNAV: Pay emphasis on situation awareness, course reversal, and approach configuration
Autopilot in HDG and VS: Manual course management with autopilot altitude assistance
Manual flight using raw data: Hand-fly the entire approach using CDI and basic instruments
VOR 6 at KMVY (If Time Allows)
Focus on radar vectoring and vectors to final. No procedure turn — ATC provides heading and altitude to intercept final approach course.
5-min study
Key Takeaways
Three entry types, determined by your heading relative to the fix: Direct (simplest — turn and hold), Teardrop (30° offset then intercept), Parallel (fly opposite direction then turn back).
Standard holds use RIGHT turns. If ATC doesn't specify, right turns are assumed. Non-standard holds use left turns and must be explicitly stated.
Maximum holding speeds are absolute: 200 KIAS below 6,000, 230 KIAS up to 14,000, 265 KIAS above 14,000.
Inbound leg timing: 1 minute at or below 14,000 MSL, 1½ minutes above 14,000 MSL. Outbound timing starts abeam the fix or when the turn to outbound is completed.
Hold-in-lieu-of-PT: When a bold racetrack replaces a procedure turn, you must fly the standard entry. No extra circuits needed if cleared for the approach at the correct altitude.
Dive & Drive on non-precision approaches: Descend to MDA at 1,000 FPM minimum. Get down early so you have time to find the airport. Airspeed is your primary instrument at low altitude.
Oral Exam Self-Test
Name the three holding pattern entry types and describe when each is used.
Draw the 70°/110° entry sector diagram for a standard (right turn) hold. Label D, P, and T sectors.
What are the maximum holding airspeeds at 5,000 ft? At 10,000 ft? At 18,000 ft?
What is the standard inbound leg time for a hold at 8,000 ft? At 16,000 ft?
When does outbound leg timing begin?
What is the difference between a standard and non-standard holding pattern?
If ATC says "Hold west of Elvis on the 270° radial, left turns, 10-mile legs, EFC 1520Z" — which direction are the turns? What entry would you use arriving from the east?
What five pieces of information will ATC provide for a hold at an uncharted fix?
When must you fly the holding pattern entry for a hold-in-lieu-of-procedure-turn?
What is the "Dive & Drive" method? Why is it preferred for non-precision approaches in small aircraft?
What should you do if assigned a hold while still many miles from the fix?
What are the differences between GPS/RNAV holds and conventional holds?
Can you descend from a holding altitude above the published minimum when cleared for the approach?
Post-Flight Discussion
Which hold entries worked best? Which gave you trouble?
Coming Up Next: Lesson 4 — Non-Precision Approaches & Holds
Non-precision approaches are instrument approach procedures that provide lateral guidance but no electronic glide slope. You manage your own descent to the Minimum Descent Altitude (MDA) and must...
These lesson plans are provided as supplementary training guidance only. They do not supersede FAA publications, aircraft manufacturer documentation, or your instructor's direction. Always refer to the FAA Instrument Flying Handbook, Airplane Flying Handbook, AIM, and applicable POH/AFM as the official sources.