Holding procedures explained
What a holding pattern is
A holding pattern is a charted racetrack-shaped flight path used to delay an aircraft over a fixed point in space, the holding fix. ATC issues a holding clearance when traffic flow, weather, or arrival sequencing requires the aircraft to wait somewhere safe and predictable. The pattern is fully defined by four parameters: the fix, the inbound holding course, the turn direction (right or left), and the leg length expressed either in time or in distance[1][2].
Holds are flown around a fix that is one of: a VOR or VOR/DME station, an NDB, a named waypoint at a published intersection of two radials or bearings, or an RNAV waypoint defined by latitude and longitude. The fix is the anchor; the aircraft never strays far from it, and the protected airspace around it is sized on the assumption that the pilot flies the published geometry within ICAO tolerances.
Hold geometry: holding side, inbound, outbound
Stand at the fix and face along the inbound holding course (the course you fly TO the fix when entering or rejoining the hold). For a standard holding pattern, turns are made to the right and the racetrack lies on your right hand side. We call that the holding side; the opposite side is the non-holding side. A non-standard hold uses left turns and mirrors the entire racetrack to the left of the inbound course[1].
The pattern has four named segments. The inbound leg is the straight section flown TO the fix. The outbound leg is parallel to it but offset to the holding side, flown in the opposite direction. Two 180° turns connect them: the outbound turn at the fix and the inbound turn at the far end. Outbound timing on a time-based hold starts abeam the fix, or wings level on the outbound heading if the abeam cannot be determined[1][2].
The three entry sectors
ICAO defines three holding entry sectors based on aircraft heading at the moment of fix crossing, measured against the inbound holding course. The exact wording of Doc 8168 is “the entry into the holding pattern shall be according to heading in relation to the three entry sectors shown”[1]. The sector you land in is determined by your heading, not your position and not your ground track. In a strong crosswind, the wind correction angle alone can shift you between sectors.
- Sector 1 (Parallel): 110° wide. Cross the fix, turn opposite to the hold, free-air track the reciprocal of the inbound for one wind-corrected minute, then turn back through the inbound course to intercept it.
- Sector 2 (Offset, also called teardrop): 70° wide, on the holding side. Cross the fix, track a QDR 30° offset from the outbound on the holding side for one minute, then turn in the direction of the hold to intercept the inbound course.
- Sector 3 (Direct): 180° wide, covering the remaining headings. Cross the fix and turn straight into the hold; you are in the hold from the first turn.
ICAO allows a ±5° tolerance either side of every sector boundary. If your heading at the fix is within that band, either entry is acceptable[1].
The full procedure for sketching the sectors, reading the entry directly off an HSI or DI, and worked examples showing how wind moves the sector boundary are covered in how to determine a holding pattern entry. Each individual entry has its own walkthrough with the step-by-step procedure, common mistakes, and a worked example: parallel, offset (teardrop), and direct.
Timing and leg length
Standard outbound timing under both ICAO and FAA is 1 minute at or below FL 140 (14,000 ft MSL under standard atmosphere) and 1.5 minutes above FL 140[1][2]. Timing begins abeam the fix on the outbound leg, or over the fix if the abeam cannot be determined. Note that the published timing applies to the outbound leg only; the inbound leg length falls out of it once wind correction is taken into account.
With a tailwind on the outbound, the aircraft covers more ground per second and has to fly a shorter outbound time. With a headwind on the outbound, the opposite. ICAO States: "Due allowance should be made in both heading and timing to compensate for the effects of wind to ensure the inbound track is regained before passing the holding fix inbound. In making these corrections, full use should be made of the indications available from the navaid and estimated or known wind."
DME and RNAV holds replace timing with a charted leg distance (e.g. “hold north of HLDER on the 360 radial, RH turns, 3 DME outbound”). A hold can also be terminated by a limiting outbound radial from a separate station, in which case the outbound leg ends when that radial is reached.[1].
Wind correction
Wind in a holding pattern produces two distinct corrections, one applied directly and one inferred from the first.
Inbound: single drift
On the inbound leg, apply the single drift correction needed to maintain the inbound course to the fix. The wind-corrected heading on the inbound leg is also the most reliable source of the actual drift; note it and use it to size the corrections elsewhere in the pattern.
Outbound: triple drift
On the outbound leg, apply roughly three times the inbound drift correction, into wind. This corrects for the drift in both the turns (approx. 1m each) and the outbound leg all in one. The triple-drift rule is a practical approximation taught in the FAA Instrument Flying Handbook[3]; it is not an ICAO-prescribed formula and works well in moderate winds - but is not a perfect solution!
Worked example. You are holding inbound on 360° in a wind from the east. On the inbound leg you crab 10° right of course, so your inbound heading is 010°. Triple drift gives 30° of correction. Nil wind outbound would be 180°, a correction of 30° into wind = 150°. Tracking outbound on heading 150° rather than 180° puts you in the correct position to intercept the inbound track at the end of the outbound leg.
Outbound timing
Outbound timing is adjusted for headwind or tailwind on the wind-corrected outbound heading. Common practice is to add 1 second for every 1kt of headwind, or take away 1s for every 1kt tailwind. Again, a rule of thumb and mileage may vary!
Speed and bank angle
Bank angle for entry and holding turns is the lesser of 25° bank or rate-one (3°/sec) under ICAO[1], or 30° bank or rate-one under FAA[2]. Most light aircraft fall back to rate-one at typical holding speeds, a rate one angle of bank is less than 25° or 30°.
Maximum holding speeds differ between FAA and ICAO. The FAA publishes simple altitude bands in AIM 5-3-8. ICAO Doc 8168 instead uses an aircraft-category and altitude-band matrix (Cat A through Cat E, with caps that differ from the FAA figures)[1]. UK and EASA candidates sit ICAO speeds; FAA candidates sit AIM speeds. You should learn the limits for your aircraft and type of operation.
Charted vs ATC-issued holds
A charted hold is depicted on the IAP chart or en-route chart with all parameters fixed: fix name, inbound course, turn direction, leg length, and any altitude restrictions. A holding clearance to a charted hold is just “hold as published”; you fly what the chart shows.
An ATC-issued hold is improvised by the controller. The standard phraseology specifies the fix, the radial or bearing on which to hold, the turn direction, and the leg length if non-standard: “Hold east of HLDER on the 090 radial, right turns, one-minute legs.” Right turns and one-minute legs are the defaults if not stated.
Non-standard (left-turn) holds
When a clearance specifies left turns, the entire racetrack and all its sector boundaries mirror to the other side of the inbound course. Every turn direction reverses; everything else (timing, wind correction, bank angle limits) is identical[1]. Always confirm the turn direction in the clearance. Non-standard holds are as common as standard!
Differences from FAA
The 70°/110° sector geometry, the three entry types, the timing rules, and the wind-correction principles are similar under ICAO Doc 8168 and FAA AIM 5-3-8. The practical differences a pilot will encounter are limited:
| Topic | ICAO (Doc 8168 PANS-OPS) | FAA (AIM 5-3-8 / FAA-H-8083-15B) |
|---|---|---|
| Maximum bank angle | 25° or rate-one, whichever is less[1] | 30° or rate-one, whichever is less[2] |
| Maximum holding speeds | Aircraft-category matrix (Cat A through Cat E) by altitude band[1] | Simple altitude bands: 200 / 230 / 265 KIAS[2] |
| Altitude break for timing | FL 140 (1 min ≤ FL 140, 1.5 min above) | 14,000 ft MSL (numerically equivalent under standard atmosphere) |
| Terminology | Normative text: offset entry | Common usage: teardrop (both terms recognised in practice) |
| Sector 2 leg | Specifies a tracked QDR ("track made good") for the offset leg | States a heading only; tracking the QDR is not required |
| "Choice" of entry | Required: entry must match the heading sector | Recommended: pilot is cautioned not to deviate, but the entry is not strictly mandatory |
Sources
- International Civil Aviation Organization, Procedures for Air Navigation Services: Aircraft Operations (PANS-OPS), Doc 8168, Volume I, Flight Procedures, Part I, Section 6, Chapter 1 (Holding Criteria), current edition. Not freely distributable; cited by document number and section.
- FAA Aeronautical Information Manual, Section 5-3-8, Holding. Current edition. faa.gov/air_traffic/publications/atpubs/aim_html/chap5_section_3.html
- Federal Aviation Administration, Instrument Flying Handbook (FAA-H-8083-15B), Chapter 10 (Departure, En Route, and Arrival Procedures), holding section. faa.gov/.../FAA-H-8083-15B.pdf
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Frequently asked questions
What is a holding pattern?
A holding procedure is a racetrack-shaped flight path used to delay an aircraft over a fixed point (the holding fix). Defined by an inbound holding course, a turn direction (right or left), and a leg length expressed in time or distance. Standard holds use right turns.
What are the three holding entry types?
Sectors 1, 2, 3: Parallel, Offset, Direct respectively. Parallel: cross the fix, turn in opposite direction to hold and free-air track the reciprocal of the inbound course, then turn to intercept the inbound course. Offset: cross the fix and track the QDR that is 30° offset from the outbound course on the holding side (e.g. outbound 090° RH hold, track 060° QDR from the fix), fly for one minute, then turn to intercept the inbound course. Direct: turn into the hold and fly outbound.
How long is a holding pattern leg?
Outbound: 1 minute at or below FL 140 (14,000 ft MSL), 1.5 minutes above. DME or RNAV holds use a charted leg distance instead of timing, holds can also have a limiting outbound radial.
How is wind correction applied in a hold?
Single Drift is applied on the inbound leg to maintain the inbound course to the holding fix. Outbound, "Triple Drift" is typically applied to correct for the drift experienced on the outbound leg and during the two turns. Outbound timing is adjusted to be longer in a headwind or shorter in a tailwind.