Holding Procedures

Objective

Upon completion of this lesson, the student will demonstrate proficiency in IH.III.B Holding Procedures by properly entering and maintaining standard and nonstandard holding patterns using the appropriate entry procedure, maintaining altitude ±100 feet, airspeed ±10 knots, headings ±10°, tracking within ¾-scale CDI deflection, complying with leg lengths and restrictions, reporting as required, managing fuel reserves when assigned holding, and demonstrating single-pilot resource management throughout all holding operations.

Content

Elements of Holding Procedures (IH.III.B.K1)

Standard Holding Pattern Configuration

A standard holding pattern consists of a racetrack course with right turns. The inbound leg is oriented toward the holding fix on a specified radial, course, bearing, or airway. The pattern includes:

• Inbound leg: The course flown toward the holding fix, typically 1 minute in length below 14,000 feet MSL
• Turn from inbound to outbound: Standard rate turn (3° per second) in the holding turn direction
• Outbound leg: The course flown away from the fix, adjusted for wind to achieve proper inbound timing
• Turn from outbound to inbound: Standard rate turn back toward the fix

Think of holding as a way for ATC to put you in a predictable “parking pattern” in the sky—you fly a known course at a known altitude, keeping yourself safely separated from other aircraft while waiting for your clearance.

Nonstandard Holding Patterns

Nonstandard holding patterns use left turns instead of right turns. The pattern structure remains identical except for turn direction. ATC or the chart will explicitly state “hold west of XYZ VOR, left turns” when nonstandard holding is assigned. Never assume—if turns aren’t mentioned, the pattern is standard (right turns).

Published vs. Non-Published Holding

Published holding patterns appear on instrument approach charts, en route charts, or STARs with the holding pattern symbol depicting the fix, inbound course, leg length, and turn direction. Published patterns may include non-standard timing (such as longer legs for high-speed aircraft or airspace considerations) or distance-based legs (DME-based holding).

Non-published holding is assigned by ATC and requires the pilot to construct the pattern based on verbal instructions. ATC will issue: the holding fix, the holding course (radial, bearing, or airway), the direction to hold from the fix, and the turn direction if nonstandard. For example: “Helicopter 123, hold east of the Redwood VOR on the 090 radial, left turns, expect further clearance at 1545.”

Holding Airspeeds

Per 14 CFR 91.117 and AIM 5-3-8, maximum holding airspeeds are:

• MHA through 6,000 feet MSL: 200 KIAS
• 6,001 through 14,000 feet MSL: 230 KIAS
• Above 14,000 feet MSL: 265 KIAS

For helicopters, you’ll typically hold at a fuel-efficient airspeed well below these maximums—commonly 70-90 KIAS depending on helicopter type. Use the airspeed recommended in your helicopter’s flight manual or one that provides optimal fuel economy while maintaining controllability in IMC. The goal is fuel conservation while remaining within your operating envelope.

When to Slow to Holding Airspeed

You must slow to holding airspeed when 3 minutes or less from the holding fix but prior to crossing the fix. This gives you time to stabilize at the new airspeed and configure power settings for fuel conservation before beginning the holding pattern. In a helicopter, this also allows time to adjust collective and cyclic for the reduced airspeed and re-trim if needed.

Holding Pattern Entry Procedures

The three entry procedures are designed to keep you within the protected airspace of the holding pattern. The key is determining which entry to use based on your angle of arrival at the fix:

Parallel Entry: Used when approaching the fix within a 70° sector on the holding side between the outbound and inbound courses extended backward from the fix. Upon crossing the fix, turn to parallel the outbound course (heading in the same direction as the outbound leg), fly for 1 minute, then turn in the direction of the holding pattern more than 180° to intercept the inbound course.

Think of it this way: you arrive roughly parallel to the pattern, so you continue parallel to the outbound side, then make a big sweeping turn to join the inbound leg.

Teardrop Entry: Used when approaching the fix within a 110° sector on the non-holding side. Upon crossing the fix, turn to a heading 30° outbound on the non-holding side, fly for 1 minute, then turn in the direction of the holding pattern to intercept the inbound course.

Visualize this as tearing away from the pattern momentarily at a 30° angle, then turning back to rejoin—like a teardrop shape.

Direct Entry: Used when approaching the fix from the remaining 180° sector (generally from the inbound side). Upon crossing the fix, turn right (or left for nonstandard) and fly the pattern as depicted.

This is the simplest—you’re already lined up to fly the pattern, so you just enter and fly it.

Determining Entry Method

Draw or visualize the holding pattern. Identify your inbound course to the fix. Mentally draw the entry sector boundaries:

• The holding side is the side where the pattern is located
• Draw a line through the fix along the inbound course
• Draw a line through the fix at 70° to the inbound course on the holding side
• Draw a line through the fix at 110° from the inbound course on the non-holding side

Your arrival heading determines which sector you’re in and thus which entry to use. Many pilots overlay the pattern on their HSI or draw it on their kneeboard to visualize the entry. In helicopters with GPS moving map displays (G1000, G500H, etc.), the holding pattern is often depicted graphically, simplifying entry determination.

Timing in the Holding Pattern

Standard leg timing:

• Below 14,000 feet MSL: 1 minute inbound leg timing
• At or above 14,000 feet MSL: 1.5 minute inbound leg timing

Timing begins:

• Over the fix when outbound
• Abeam the fix when a DME distance is used instead of time
• When wings level outbound if unable to identify the fix

Adjust outbound timing to compensate for wind to achieve proper inbound leg timing. If your inbound leg takes 45 seconds, fly outbound for 1 minute 15 seconds next time. If your inbound leg takes 1 minute 15 seconds, reduce outbound time to 45 seconds. This is an iterative process—adjust each lap based on the previous lap’s results.

Distance-Based Holding

Some holding patterns use DME or GPS distance instead of time. The pattern might specify “10 DME leg length” instead of 1-minute timing. In these patterns, fly outbound until reaching the specified distance, then turn inbound. Distance-based legs are common in terminal areas or with high-speed aircraft.

Holding Pattern Wind Correction

Wind correction in holding requires continuous adjustment on both outbound and inbound legs to maintain the holding course and achieve proper pattern shape.

Outbound leg wind correction: Apply drift correction to track a ground track that will position you to intercept the inbound course properly. If you have a crosswind from the holding side, turn more into the wind outbound. If wind is from the non-holding side, turn less into the wind or slightly downwind. The goal is not to track a specific ground track outbound but to position yourself so the inbound turn brings you to the inbound course.

Think of the outbound leg as a setup leg—you’re positioning yourself in space so that after your turn, you roll out on the inbound course. This requires anticipating how wind will affect your turn and where you’ll be afterward.

Inbound leg wind correction: Use standard bracketing techniques. Establish a wind correction angle to maintain the inbound course within ¾-scale CDI deflection. Adjust as needed based on the CDI and heading indicator. The inbound leg is where precision matters most—you must cross the fix on course to start the next lap properly.

ATC Reporting Requirements (IH.III.B.S8)

Per AIM 5-3-8, report to ATC when:

• Reaching the holding fix (time and altitude)
• Leaving the holding fix if no holding is to be executed
• Leaving the clearance limit (holding fix) if a revised clearance is received

If operating on a composite flight plan (VFR/IFR), report leaving holding to the controlling facility.

Additional reports if requested:

• Time leaving holding fix or point
• Altitude
• ETA to the next reporting point or destination

In non-radar environments, provide more frequent position reports. In radar environments, ATC sees you but you must still make initial holding report and report leaving the fix.

Expect Further Clearance (EFC) Time

When ATC issues holding instructions, they must also issue an EFC time unless the holding is for delay vectoring. The EFC time tells you when to expect further clearance and is critical for fuel planning.

ATC phraseology: “Helicopter 123, hold east of the Redwood VOR on the 090 radial, expect further clearance at 1545.”

If you lose communications in IMC while holding, the EFC time tells you when to depart the holding fix and continue your flight. Per 14 CFR 91.185, if you haven’t received further clearance by the EFC time, leave the holding fix at the EFC time and proceed according to your clearance or flight plan.

Risk Management Items

Recalculating Fuel Reserves with Unanticipated EFC Time (IH.III.B.R1)

This is one of the highest-risk elements of holding in a helicopter. Helicopters have significantly less endurance than airplanes—a typical training helicopter might have 2.5-3 hours of fuel, and IFR fuel reserves per 14 CFR 91.167(b) require fuel to:

• Fly to the destination
• Fly from the destination to the alternate (if required)
• Fly for 30 minutes at normal cruise

When ATC assigns holding with an EFC time, immediately recalculate your fuel situation. Determine:

1. Your current fuel state (quantity and endurance)
2. Fuel required to hold until the EFC time
3. Fuel required after leaving holding to reach your destination
4. Fuel required to fly to your alternate if destination weather is at minimums
5. Required 30-minute reserve

Use your helicopter’s fuel flow at holding power settings. For example, if holding at 80 KIAS burns 20 gallons per hour, and you’re assigned a 20-minute hold (EFC time 20 minutes from now), you’ll burn approximately 6.7 gallons just holding. Add fuel to reach your destination, reach your alternate if needed, and maintain 30-minute reserve.

If you will not have legal fuel reserves after holding, you must advise ATC immediately. State “Helicopter 123 unable extended holding due to fuel.” ATC will prioritize your clearance or direct you to your alternate or suitable airport.

The single-pilot IFR helicopter environment makes this fuel calculation critical—you have no copilot to assist, workload is high in IMC, and fuel is already limited. Many helicopter IFR accidents involve fuel exhaustion after unanticipated holding. Use this mental framework: “Can I hold as assigned, fly the approach at my destination, miss the approach, fly to my alternate, shoot the approach there, and still have 30 minutes reserve? If no, I tell ATC now.”

Minimum Fuel Declaration (IH.III.B.R2)

You should declare “minimum fuel” to ATC when your fuel has reached a state where you can accept little or no delay. This is not an emergency declaration but informs ATC that you need priority handling. ATC will typically expedite your approach or provide a more direct routing.

You must declare a fuel emergency (“Helicopter 123 declaring emergency due to fuel”) if you have reached a state where landing as soon as possible is necessary—meaning you will land with less than the required fuel reserves. An emergency declaration gives you priority over all other aircraft and activates emergency services.

Scenarios that could result in minimum fuel or emergency:

• Unanticipated holding (EFC time longer than expected)
• Headwinds greater than forecast reducing groundspeed and increasing fuel burn
• Routing changes that add distance
• Multiple missed approaches
• Longer taxi times than planned
• Arrival airport weather below minimums requiring diversion to alternate
• Inability to land at alternate due to further weather deterioration
• ATC delays for traffic or airspace saturation

In helicopters, you have less fuel margin for error than airplanes. Be conservative—if your calculations show you’re approaching minimum fuel, tell ATC. Do not wait until you have an emergency. The regulation requires 30-minute reserve for a reason—that’s your safety buffer for unexpected contingencies. If that buffer is eroding, speak up.

Scenarios Leading to Holding (IH.III.B.R3)

Anticipate holding when:

• Destination weather is deteriorating and approaching minimums
• Convective weather (thunderstorms) near the destination or along the approach path
• Runway closures, disabled aircraft on the runway, or airport equipment issues
• High traffic volume at destination (arrival push times)
• Military airspace or special use airspace activations blocking your route or approach
• Inbound traffic saturation in terminal airspace
• Low visibility requiring reduced arrival rates
• Approach control needs to sequence arriving aircraft

Deteriorating weather is the most common helicopter IFR holding scenario. You depart in VMC, and by the time you reach your destination, weather has dropped to minimums or below. ATC can’t clear you for the approach yet because of traffic or because the field is temporarily below minimums. You enter holding to wait for conditions to improve or for ATC to clear you for the approach.

Proactive risk management: Monitor destination weather continuously during flight (ATIS, AWOS/ASOS, ATC reports, METARS via ADS-B In if equipped, Flight Service updates). If weather is trending toward minimums, mentally prepare for potential holding. Check your fuel state more frequently. Have your alternate airport information ready. Brief yourself on the missed approach procedure. Consider requesting priority or advising ATC early if fuel is a concern.

Holding Entry and Wind Correction Risk (IH.III.B.R4)

Holding entry errors and improper wind correction can result in:

• Departing protected airspace, creating collision risk with other aircraft or terrain
• Excessive CDI deflection making it difficult to rejoin the holding course
• Lost situational awareness, especially in single-pilot IMC
• Task saturation leading to altitude or heading deviations

The highest-risk phase is the initial entry and first lap. You’re transitioning from cruise flight to holding, slowing down, configuring, determining entry method, visualizing the pattern, and flying a new course—all while hand-flying in IMC. Helicopters generally lack autopilots in the training fleet, so you’re managing everything manually.

Risk mitigation strategies:

• Visualize or draw the holding pattern before reaching the fix
• Determine entry method at least 3 minutes before the fix
• Slow to holding airspeed 3 minutes out to stabilize the aircraft
• Set power for fuel conservation before reaching the fix
• Brief yourself: “I’ll cross the fix at [altitude] on [heading], turn [direction] for a [entry type] entry, then fly outbound heading [heading] for [time].”
• Use GPS moving map or MFD if installed to monitor position
• Maintain altitude as first priority—altitude deviations create collision risk
• Keep turns to standard rate (3°/second) for predictability and protected airspace compliance
• Recheck your heading indicator against magnetic compass—holding involves multiple turns and precession can accumulate

Wind correction requires finesse. In helicopters, the lower holding speeds (compared to airplanes) mean wind has a proportionally greater effect on ground track. A 30-knot crosswind at 80 KIAS holding speed is a significant drift angle. Use small heading adjustments and monitor CDI continuously. Don’t chase the CDI—make calculated corrections and let the helicopter respond.

Single-Pilot Resource Management (SRM) in Holding (IH.III.B.S9)

Holding in a helicopter under IFR, single-pilot, is a high-workload environment. You must manage:

• Aircraft control (hand-flying, no autopilot in most training helicopters)
• Navigation (determining entry, tracking courses, timing)
• Communication (reporting to ATC, getting ATIS updates, coordinating clearances)
• Fuel management (calculating endurance, monitoring consumption)
• Systems monitoring (instruments, engine parameters)
• Decision-making (should I continue holding, divert to alternate, declare minimum fuel?)

SRM techniques for holding:

1. Pre-hold setup: Before reaching the fix, complete all possible tasks. Slow down, configure power, determine entry method, brief the pattern, set radios, get updated weather.

2. Prioritize aviate-navigate-communicate: If workload becomes excessive, maintain aircraft control and altitude first, then navigation. Communication is last—ATC would rather you be 30 seconds late with a report than lose control of the aircraft.

3. Use all available tools: If you have a GPS moving map, MFD, or tablet with georeferenced approach charts, use them to monitor position. But don’t become heads-down—these are supplementary to primary instruments.

4. Verbalize and chair-fly: In single-pilot operations, talking yourself through the procedure (or at least mentally verbalizing) improves task management. “Crossing the fix now, turning to 360 outbound, starting the timer, checking altitude 3,000 feet.”

5. Monitor fuel continuously: Glance at fuel quantity and mentally update your endurance every lap. If your helicopter has a fuel flow indicator, verify it against expected consumption.

6. Plan ahead: Think about what happens after holding. Will you fly the approach? Which approach? What’s the current weather? Do you have the approach plate ready? If you miss, what’s your missed approach plan? Where is your alternate and how much fuel to get there?

7. Recognize overload symptoms: If you’re falling behind—missing radio calls, chasing altitude, losing heading awareness, CDI deflections increasing—take immediate action. Level off, slow down if needed, and catch up mentally. If necessary, inform ATC: “Helicopter 123, standby” or “Say again.” Never let task saturation cause you to lose aircraft control or situational awareness.

8. Use the hold for planning: Holding is frustrating because it delays your arrival, but use it as time to prepare. Update weather, review approach procedures, recalculate fuel, brief yourself for the approach or diversion. A hold can actually reduce workload for the approach phase if you use the time wisely.

Summary of Holding Procedures Content

Holding is a mandatory IFR skill involving flying a racetrack pattern at a specified fix, altitude, and airspeed while awaiting further clearance. Standard patterns use right turns; nonstandard use left turns. Entry methods—parallel, teardrop, or direct—depend on your arrival heading relative to the holding course. You must slow to holding airspeed 3 minutes before the fix, maintain altitude ±100 feet, airspeed ±10 knots, headings ±10°, and track within ¾-scale CDI deflection. Timing is 1 minute below 14,000 feet MSL. Report to ATC upon reaching the fix and when leaving the fix.

The primary risk is fuel management—helicopters have limited endurance, and unanticipated holding can erode fuel reserves rapidly. Recalculate fuel with each EFC time assignment and declare minimum fuel or emergency if reserves are threatened. Anticipate holding when destination weather deteriorates or traffic saturation occurs. Use sound SRM to manage single-pilot workload, prioritize aircraft control, and maintain situational awareness throughout the hold.

Schedule

Equipment

Required FAA References and Regulations:

• 14 CFR Part 91, Subpart B (Flight Rules), specifically 91.167 (Fuel Requirements for IFR), 91.185 (IFR Communications Failure), 91.117 (Speed Limits)
• FAA-H-8083-15B, Instrument Flying Handbook, Chapter 10: IFR Flight
• FAA-H-8083-21B, Rotorcraft Flying Handbook, Chapter 11: Helicopter IFR Operations
• AIM Chapter 5, Section 3 (En Route Procedures), specifically 5-3-8: Holding Procedures
• FAA-S-ACS-14, Instrument Rating — Helicopter Airman Certification Standards, Area of Operation III, Task B
• Current IFR En Route Charts (for student’s geographic area)
• Current Terminal Procedures Publication (approach plates with published holding patterns)

Helicopter and Avionics:

• IFR-certified helicopter with dual controls (e.g., Robinson R44, Bell 206, Schweizer 300C with IFR package)
• Operable VOR receivers (nav radios), GPS navigator (if installed), and communication radios
• Multi-function display (MFD) or GPS moving map (if installed, for IH.III.B.S7)
• Current helicopter flight manual with fuel consumption data at various power settings
• Fuel quantity indicator and fuel flow indicator (if installed)

Training Aids and Materials:

• Holding pattern computer or holding pattern visualizer (ASA or Sporty’s holding pattern trainer)
• Whiteboard or iPad with drawing capability for diagramming holding patterns
• Timer or stopwatch (for timing holding pattern legs)
• Kneeboard with blank holding pattern templates
• Fuel calculation worksheet or E6B for fuel endurance calculations
• Audio recording or transcripts of sample ATC holding clearances
• Simulated ATC communications script for issuing holding clearances during flight

Student Materials:

• Student logbook
• Current aeronautical charts (student’s training area)
• IFR en route and approach charts (current)
• Pen, pencil, kneeboard
• Fuel planning worksheet
• FAA-H-8083-15B, Instrument Flying Handbook
• Personal headset and sunglasses (if applicable)

Instructor Actions

1. Pre-Flight Briefing Introduction: Begin by stating the lesson objective from ACS Task IH.III.B: “Today you’ll demonstrate proficiency in holding procedures—entering and maintaining holding patterns within ACS standards. You’ll also learn critical fuel management and risk mitigation for holds.” Review the completion standards: altitude ±100 feet, airspeed ±10 knots, headings ±10°, CDI within ¾-scale deflection.

2. Explain Holding Pattern Basics Using Whiteboard: Draw a standard holding pattern showing the fix, inbound course, outbound leg, and right turns. Explain the racetrack shape and standard timing (1 minute below 14,000 feet MSL). Use the analogy: “Think of holding as a parking orbit—you’re staying in a defined piece of airspace while ATC sorts out traffic or weather delays. The pattern keeps you predictable and separated from other aircraft.”

3. Demonstrate Entry Sector Determination on Chart: Using an approach chart with a published holding pattern, draw the 70° and 110° entry sector boundaries. Show how to visualize arrival heading relative to the holding side. Say: “Draw an imaginary line through the fix on the inbound course. The holding side is where the pattern sits. Now draw another line 70° from the inbound course on the holding side. Everything between those lines, on the holding side, is parallel entry territory.”

4. Teach Each Entry Method with Visual Demonstration: Using the holding pattern computer or whiteboard diagrams, demonstrate parallel, teardrop, and direct entries with different arrival headings. Verbalize: “Parallel entry—you’re arriving almost parallel to the pattern, so you fly alongside the outbound leg on the holding side for 1 minute, then make a big sweeping turn to join inbound. Teardrop—you’re on the non-holding side, so you tear away at 30° for 1 minute, then turn back to intercept inbound. Direct—you’re already lined up, so just cross the fix and fly the pattern.”

5. Explain Holding Airspeed Requirements: State: “You must slow to holding airspeed when you’re 3 minutes or less from the fix but before you cross it. For this R44 [or specific helicopter], our holding speed will be 80 knots indicated for fuel efficiency. That’s well below the regulatory maximum of 200 knots below 6,000 feet. Slow down early so you’re stabilized before the fix.”

6. Present Fuel Management Scenario: Provide a realistic scenario: “You have 2.5 hours of fuel onboard. Your destination is 45 minutes away. Your alternate is 30 minutes beyond the destination. That leaves 1 hour 15 minutes. ATC just assigned holding with an EFC time 20 minutes from now. Can you hold legally and still meet fuel reserve requirements?” Work through the calculation with the student, demonstrating how to account for holding fuel burn, flight to destination, flight to alternate, and 30-minute reserve per 14 CFR 91.167.

7. Discuss Minimum Fuel and Emergency Declarations: Explain: “If your fuel calculations show you’ll land with less than 30-minute reserve, you’re required to declare an emergency. If you’re approaching that point and any delay could push you into emergency territory, declare minimum fuel to get ATC’s attention and priority handling. In a helicopter with limited endurance, this isn’t being overly cautious—it’s smart risk management. Don’t wait until it’s an emergency to speak up.”

8. Review ATC Reporting Requirements: State: “When you reach the holding fix, report your time and altitude: ‘Center, Helicopter 123 over Ripon at 45, 5,000.’ If you leave the fix—either because ATC clears you onward or because it’s your EFC time and you lost comms—report leaving the fix. These reports help ATC track your progress and maintain separation.”

9. Demonstrate Holding Entry Selection on Flight Computer: Using the holding pattern visualizer or iPad app, input several holding clearances and show the student how to determine the entry. Say: “Let’s say you’re assigned to hold southwest of the Janesville VOR on the 225 radial, standard turns. You’re approaching from the northwest on a heading of 135°. Where does that put you relative to the holding pattern? Draw it out or visualize it. You’re on the holding side but within the 70° parallel sector—so parallel entry.”

10. Conduct Pre-Flight Fuel and Weight Calculation: Before the flight, calculate current fuel, weight and balance, and anticipated fuel burn for the lesson. Discuss with the student: “We have 25 gallons usable, which gives us about 2.5 hours endurance at cruise. We’ll be flying for 1.5 hours today, leaving plenty of reserve. But I want you thinking about fuel throughout the lesson. Each time we enter holding, mentally note your fuel state.”

11. Pre-Flight Aircraft Familiarization: Review holding-specific avionics and instruments in the helicopter. If equipped with GPS navigator showing holding patterns, demonstrate how to activate and monitor the hold on the MFD. Say: “Our G500H will display the holding pattern graphically once we activate it. The magenta line shows the pattern, and our position is the green helicopter symbol. Use this to cross-check your position, but don’t rely on it exclusively—always fly your instruments and cross-check with VOR or GPS guidance.”

12. In-Flight Demonstration — Holding Entry: As PIC, fly the helicopter to a published holding fix (or a non-published fix if coordinating with ATC or simulating ATC). Verbalize your actions: “Approaching Ripon VOR, we’re assigned holding on the 270 radial, standard turns. I’m slowing to 80 knots now—we’re 4 minutes out, so I’m ahead of the 3-minute requirement. I’m reducing collective, adjusting cyclic for 80 knots, and resetting throttle for fuel conservation. Now I’m visualizing the pattern—inbound course is 090 to the VOR, outbound is 270. We’re arriving from the south, heading 360, so we’re in the direct entry sector. I’ll cross the VOR, turn right to 270, fly outbound for 1 minute, then turn right back to 090 inbound.”

13. In-Flight Demonstration — Timing and Wind Correction: During the demonstration lap, state: “Crossing the VOR now, turning to 270 outbound, starting my timer. I’m applying a 5° wind correction angle to the right because we have wind from the northwest. I’ll adjust after I see how the inbound leg goes. [After 1 minute] Turning right now to 090 inbound. I’m watching the CDI—drifting left slightly, so I’ll correct with a 10° right wind correction angle. I want to cross the VOR on course within ¾-scale deflection.”

14. Transfer Flight Controls to Student for Published Holding: Assign the student a published holding pattern from an approach chart. Say: “You have the controls. Fly to the holding pattern depicted on the ILS 18 approach at Watertown. Hold southwest of the MATTR intersection as published. Determine your entry method, slow to 80 knots 3 minutes before the fix, and fly the pattern to ACS standards.”

15. Coach Student Through Entry Determination: As the student approaches the fix, ask: “What’s your arrival heading? What’s the inbound course? Where is the holding side? Which entry method are you using?” If the student hesitates, prompt: “Draw it out on your kneeboard if you need to visualize it.” Provide guidance if the student selects the wrong entry, but allow the student to work through the mental process first.

16. Monitor Student Performance Against ACS Standards: Continuously monitor altitude (±100 feet), airspeed (±10 knots), heading (±10°), and CDI deflection (¾-scale). Call out deviations: “Altitude 4,850—that’s 150 feet low, bring it back to 5,000. Airspeed 92 knots—we want 80 knots, reduce collective slightly.” Do not let the student deviate beyond training tolerances without correction. Use a teaching tone, not a punitive one: “You’re chasing the CDI. Make a calculated correction, give it 10 seconds, and reassess.”

17. Assign Non-Published Holding Clearance: Simulate ATC or coordinate with actual ATC to issue a non-published holding clearance: “Helicopter 123, hold west of the Kenosha VOR on the 270 radial, left turns, expect further clearance at 1730 Zulu.” Require the student to copy, read back, and visualize the holding pattern without a chart depiction.

18. Observe Student Visualization and Setup: Watch as the student determines the entry method for the non-published hold. Ask: “Talk me through your plan. What’s the fix, what’s the inbound course, what’s the turn direction, what entry will you use?” This verbalizes the student’s thought process and catches errors before they happen in the air.

19. Assign EFC Time Requiring Fuel Calculation: After the student is established in the hold, state: “ATC just revised your EFC to 1745—that’s 15 minutes from now. Recalculate your fuel. Can you hold for 15 minutes, fly to your destination, go to your alternate if needed, and still have 30-minute reserve?” Require the student to verbalize the fuel calculation, even if approximate: “We’re burning about 18 gallons per hour at this power setting. Fifteen minutes is 4.5 gallons. We have 18 gallons showing. After holding, we’ll have 13.5 gallons. Destination is 20 minutes—that’s 6 gallons. We’d have 7.5 gallons remaining. Thirty-minute reserve is 9 gallons. We’re short—I need to declare minimum fuel or request immediate clearance.”

20. Debrief Fuel Management Decision: After the student articulates the fuel decision, discuss: “Exactly right. You’re projecting you won’t have legal reserves. What do you tell ATC?” Student should respond with phraseology like: “Center, Helicopter 123, unable extended hold due to fuel, request immediate clearance to destination or diversion.” Reinforce: “ATC won’t penalize you for this—fuel is a safety-of-flight issue. Speak up early.”

21. Practice Nonstandard Holding Pattern: Assign a holding pattern with left turns (nonstandard). Say: “Hold east of the Burlington VOR on the 090 radial, left turns, expect further clearance time at 1800.” Ensure the student verbalizes “left turns” in the readback and executes left turns during the pattern. Common student error is reverting to right turns out of habit—catch this immediately.

22. Require ATC Position Reports: Prompt the student to report reaching the holding fix if they don’t do so automatically. If the student forgets, key the radio and state: “You just crossed the fix—what should you report to ATC?” Student should transmit: “Approach, Helicopter 123 over Burlington VOR at 52, five thousand.” Reinforce: “That report is mandatory. It confirms your position and altitude to ATC, especially in non-radar environments.”

23. Utilize GPS Moving Map or MFD (if installed): Direct the student to monitor their position on the GPS or MFD during holding: “Glance at your MFD and verify your position relative to the holding pattern. Are you inside the protected airspace? Are you tracking the inbound course as depicted?” This satisfies ACS skill IH.III.B.S7 and reinforces situational awareness. However, caution: “This is supplementary. Your primary navigation is the VOR CDI and heading indicator. The MFD confirms you’re where you think you are.”

24. Assess Wind Correction Technique: After the student completes one full lap, ask: “How was your inbound timing? How was your course tracking? Do you need to adjust outbound heading or timing next lap?” Guide the student through iterative wind correction: “Your inbound leg was 50 seconds, so you need more time outbound. Try 1 minute 10 seconds outbound next time and see if that gets you closer to 1 minute inbound.”

25. Introduce Simulated Communications Failure Scenario (optional advanced element): If time permits and the student is performing well, simulate lost comms in holding: “You’ve lost your radios. You’re in holding. What do you do?” Student should respond: “Continue holding until my EFC time, then depart the fix at the EFC time and continue my route according to 14 CFR 91.185.” Discuss: “This is why the EFC time is critical—it’s your go-ahead to leave the hold if you lose comms. Without it, you’d have to guess when to depart, which could create conflict with other traffic.”

26. Post-Flight Debrief — Performance Review: After landing, review the student’s performance against each ACS skill element. Use specific examples: “On your first holding entry, you used a direct entry—correct for your arrival heading. Your altitude control was good, within 50 feet throughout. Your airspeed varied from 78 to 86 knots—that’s within the ±10-knot standard but try to tighten it up to 80 ±5 for better consistency. Your CDI deflections were mostly within ¾-scale, but on your third inbound leg, you drifted to almost full-scale—you corrected, but catch it sooner next time.”

27. Debrief Fuel Management and Risk Decisions: Discuss the student’s fuel calculation and decision-making: “When I gave you the extended EFC time, you correctly calculated that you wouldn’t have legal reserves. You verbalized declaring minimum fuel. That’s exactly the decision-making I want to see. In the real world, that decision could save your life—don’t wait until you’re in an emergency to tell ATC you have a fuel problem.”

28. Address SRM Performance: Evaluate the student’s single-pilot resource management during holding: “How did you manage your workload? Did you feel task-saturated at any point?” Discuss strategies: “I noticed you got behind on timing during your teardrop entry—you were focused on the CDI and forgot to start your timer. Next time, verbalize: ‘Crossing the fix, turning outbound, starting timer.’ That verbal cue helps you remember the task sequence.”

29. Assign Homework and Reinforcement: Assign the student to practice holding pattern visualization at home: “Tonight, take an en route chart and pick five random intersections or VORs. For each one, create a holding clearance—hold east of this fix on this radial, standard or nonstandard turns. Then draw your arrival heading and determine the entry method. Do this ten times to build mental pattern recognition.” If the student has access to a simulator or flight training app, recommend practicing holding entries virtually.

30. Preview Next Lesson: State: “Next lesson, we’ll integrate holding with instrument approaches. You’ll fly a full-route IFR flight, enter holding at the initial approach fix or missed approach holding pattern, and then execute the approach. This ties together navigation, holding, and approach procedures into a realistic IFR scenario. Any questions on today’s lesson before we finish?”

Student Actions

1. Actively Participate in Ground Briefing: Listen attentively to the instructor’s explanations of holding procedures, entry methods, and fuel management. Ask clarifying questions when uncertain: “How do I determine if I’m on the holding side or non-holding side?” or “What if the wind is strong—how much correction angle should I use?”

2. Practice Entry Determination on Charts: During ground instruction, work through holding pattern entry exercises on charts provided by the instructor. For each scenario, verbally state: “I’m arriving from [direction] on heading [heading], the holding side is [side], and I’ll use a [entry type] entry because I’m in the [sector name] sector.”

3. Complete Fuel Calculation Exercises: Using the fuel planning worksheet and E6B, work through fuel scenarios presented by the instructor. Calculate fuel required for holding, destination, alternate, and reserve. Verbalize the math: “Holding for 20 minutes at 18 GPH burns 6 gallons. Destination requires 10 gallons. Alternate requires 9 gallons. Reserve requires 9 gallons. Total 34 gallons needed; I have 30 gallons available. I’m 4 gallons short—I need to tell ATC I can’t accept this hold without refueling or diverting.”

4. Pre-Flight Setup: Assist the instructor in pre-flighting the helicopter. Load current approach charts and en route charts on kneeboard or EFB. Set communication and navigation radios to anticipated frequencies. Verify fuel quantity and calculate endurance based on planned flight time and fuel burn rate.

5. Observe Instructor Demonstration: During the instructor’s holding demonstration, observe all actions: slowing to holding airspeed, determining entry method, executing the entry turn, timing the pattern, applying wind correction, and reporting to ATC. Mentally rehearse: “If I were flying this, I would turn to heading X now and start my timer.”

6. Take Flight Controls for First Holding Pattern: When the instructor transfers controls, acknowledge: “I have the controls.” Immediately verify altitude, airspeed, and heading. Begin flying toward the assigned holding fix while visualizing the holding pattern.

7. Slow to Holding Airspeed: When 3 minutes from the holding fix, reduce collective to decelerate to 80 knots (or briefed holding airspeed). Adjust cyclic to maintain level flight during deceleration. Adjust throttle to maintain RPM within limits. Trim the helicopter for hands-off flight at holding airspeed if time and workload permit.

8. Visualize and Verbalize Holding Entry: Before reaching the fix, verbally state the holding plan (either to the instructor or as a self-brief): “Approaching the fix from heading 180, inbound course is 270, holding side is north, I’m in the direct entry sector. I’ll cross the fix, turn right to 090 outbound, fly for 1 minute, then turn right to 270 inbound.”

9. Execute Holding Entry: Cross the holding fix precisely at the briefed altitude (±100 feet). Initiate the appropriate entry turn at standard rate (3° per second). Start the timer when appropriate (over the fix outbound, or abeam the fix, or wings level outbound). Maintain heading within ±10° during the outbound leg.

10. Apply Wind Correction on Outbound Leg: Estimate wind effect and apply an initial wind correction angle on the outbound leg. Monitor ground track if GPS moving map is available. Adjust heading as needed to position for a proper inbound intercept. Don’t fixate on tracking a specific outbound ground track—the outbound leg is a setup leg for intercepting inbound.

11. Execute Inbound Turn and Track Inbound Course: Turn at standard rate from outbound to inbound. Anticipate the turn to roll out on the inbound heading. Monitor the CDI as you roll out. Apply wind correction angle to center the CDI within ¾-scale deflection. Track the inbound course to the holding fix, adjusting heading as needed to maintain course guidance.

12. Maintain Altitude, Airspeed, and Heading: Throughout the holding pattern, continuously cross-check instruments. Maintain assigned altitude ±100 feet by adjusting collective. Maintain holding airspeed ±10 knots by adjusting cyclic and collective coordination. Maintain assigned headings ±10° by referencing the heading indicator and adjusting cyclic.

13. Time the Holding Pattern Legs: Monitor the timer during outbound and inbound legs. Note inbound leg timing. If inbound leg was 50 seconds, mentally calculate: “I’ll fly outbound for 1 minute 10 seconds next time to compensate.” If inbound leg was 1 minute 10 seconds, reduce outbound time to 50 seconds. This iterative correction brings the inbound leg closer to the desired 1-minute timing.

14. Report to ATC Upon Reaching the Fix: Transmit to ATC when crossing the holding fix on the initial entry: “Approach, Helicopter 123 over [fix name] at [time], [altitude].” For example: “Approach, Helicopter 123 over Kenosha VOR at 35, four thousand.” Acknowledge any further instructions from ATC.

15. Recalculate Fuel When EFC Time Assigned: When the instructor (simulating ATC) assigns an EFC time, immediately perform mental fuel calculation. Determine current fuel quantity, fuel burn rate in holding, time until EFC, fuel required for holding, fuel required to reach destination and alternate, and required reserve. Verbalize the result to the instructor: “I calculate I’ll have X gallons remaining after holding, which is [sufficient/insufficient] for legal reserves.”

16. Declare Minimum Fuel if Necessary: If fuel calculations indicate insufficient reserves, immediately inform ATC (or the instructor simulating ATC): “Approach, Helicopter 123, minimum fuel, request immediate clearance to destination.” If the situation is more urgent, declare an emergency: “Approach, Helicopter 123, declaring emergency due to fuel, request immediate vectors to nearest suitable airport.”

17. Fly Non-Published Holding Pattern: When assigned a non-published holding clearance, copy the clearance and read it back accurately, including the holding fix, inbound course or radial, direction from the fix, turn direction, and EFC time. Visualize the pattern mentally or draw it on the kneeboard. Determine the entry method and execute the hold as briefed.

18. Execute Nonstandard (Left Turn) Holding: When assigned nonstandard holding, verify “left turns” in the readback. Execute all holding pattern turns to the left. Remain vigilant—the natural tendency is to turn right. Self-correct immediately if you begin a right turn in a left-turn pattern.

19. Monitor Position on MFD or GPS Moving Map: If the helicopter is equipped with a GPS moving map or MFD, periodically glance at the display to confirm position relative to the holding pattern. Verify you are inside the protected airspace and tracking as expected. Cross-check with primary navigation instruments (VOR CDI, GPS CDI). Do not allow the MFD to become a distraction—brief glances only, primary attention remains on flight instruments.

20. Manage Single-Pilot Workload: Prioritize tasks during holding: aircraft control first, navigation second, communication third. If workload becomes excessive, maintain altitude and heading, then address navigation tasks. Request ATC to standby if you need time to catch up mentally. Use mental or verbal checklists: “Altitude—good. Airspeed—good. Heading—needs 5° correction. Timer—running. Next turn in 30 seconds.”

21. Adjust Wind Correction Based on Performance: After each lap, assess inbound timing and course tracking. If the CDI showed drift, adjust wind correction angle for the next inbound leg. If inbound timing was off, adjust outbound timing. Make small, calculated adjustments rather than large corrections. Say to yourself: “Last lap I drifted right on inbound—I’ll add 5° more wind correction this time.”

22. Respond to Instructor Prompts and Corrections: When the instructor identifies a deviation or asks a question, respond immediately. If the instructor says “Altitude is low,” acknowledge and correct: “Correcting, climbing back to 5,000.” If the instructor asks, “What’s your plan for the next lap?” verbalize your intentions: “I’ll fly outbound heading 100 for 1 minute 10 seconds with a 10° right wind correction, then turn left to intercept the inbound course.”

23. Practice Multiple Holding Patterns: Execute at least three different holding patterns during the flight: one published holding pattern from an approach chart, one non-published holding pattern assigned by ATC simulation, and one nonstandard holding pattern. Each repetition builds proficiency and confidence in entry determination, timing, and wind correction.

24. Debrief with Instructor Post-Flight: After landing, actively participate in the debrief. Review your performance honestly: “I had trouble with the teardrop entry—I turned outbound too far and had to make a steep turn to intercept inbound. What should I have done differently?” Accept feedback constructively and ask for clarification on any areas of confusion.

25. Complete Assigned Homework: After the lesson, practice holding pattern visualization and entry determination at home using charts. Use a flight simulator or training app to practice holding entries if available. Mentally chair-fly holding procedures before the next lesson. Write down any questions that arise during home study to ask the instructor next time.

Completion Standards

The student demonstrates proficiency in IH.III.B Holding Procedures and meets the Airman Certification Standards when they can:

1. Correctly determine and execute the appropriate entry procedure (parallel, teardrop, or direct) for standard, nonstandard, published, and non-published holding patterns based on arrival heading and holding course orientation. Entry method must position the aircraft within the protected airspace of the holding pattern.

2. Change to the holding airspeed appropriate for the altitude when 3 minutes or less from the holding fix but prior to crossing the fix. For helicopters operating below 6,000 feet MSL, holding airspeed must not exceed 200 KIAS and should be at a fuel-efficient speed (typically 70-90 KIAS) as recommended by the helicopter flight manual or instructor.

3. Recognize arrival at the holding fix by identifying the fix using appropriate navigation equipment (VOR CDI centering, GPS waypoint arrival, intersection of radials, etc.) and promptly initiate the holding entry without delay or confusion.

4. Maintain airspeed within ±10 knots of the target holding airspeed throughout all phases of the holding pattern.

5. Maintain altitude within ±100 feet of the assigned holding altitude throughout all phases of the holding pattern.

6. Maintain selected headings within ±10° during outbound and inbound legs of the holding pattern.

7. Track the inbound holding course within ¾-scale deflection of the CDI (or equivalent GPS/RNAV course guidance). Needle deflection greater than ¾-scale is unacceptable except during initial intercept after entry turn.

8. Comply with holding pattern leg lengths and timing restrictions: fly 1-minute inbound legs below 14,000 feet MSL (or 1.5 minutes at or above 14,000 feet MSL), or comply with published DME distance-based leg lengths if specified on the chart.

9. Apply wind correction procedures to achieve proper inbound leg timing and course tracking. Adjust outbound leg timing and heading on each successive lap based on observed wind effect. Demonstrate iterative refinement of wind correction, bringing inbound timing within ±10 seconds of the desired leg length after the second lap.

10. Arrive over the holding fix at or close to a specified time if assigned by ATC (e.g., “cross the fix at 1545”). Use speed adjustments during the holding pattern to achieve the assigned time within ±1 minute if operationally required (advanced skill, not always tested but good practice).

11. Use MFD or GPS moving map displays (if installed) to monitor position relative to the holding pattern. Cross-check GPS depiction with primary navigation guidance (VOR CDI, heading indicator, timer). Do not become fixated on the MFD—demonstrate appropriate division of attention between primary instruments and supplementary displays.

12. Report to ATC upon reaching the holding fix, stating position, time, and altitude (e.g., “Approach, Helicopter 456, Ripon VOR at 22, three thousand”). Make additional reports as required when leaving the holding fix, when unable to comply with holding instructions, or when minimum fuel status requires priority handling.

13. Recalculate fuel reserves when assigned an EFC time and determine whether sufficient fuel exists to hold until the EFC time, fly to the destination, proceed to the alternate if required, and maintain a 30-minute VFR fuel reserve per 14 CFR 91.167. Verbalize the fuel calculation and declare minimum fuel or emergency if reserves are insufficient.

14. Declare minimum fuel or emergency to ATC if fuel calculations indicate inability to comply with assigned holding without compromising legal fuel reserves. Use proper phraseology and demonstrate appropriate urgency in communication.

15. Anticipate and discuss scenarios that could lead to holding (deteriorating weather, traffic delays, runway closures, etc.) and demonstrate planning strategies such as monitoring destination weather, preparing alternate airport information, and briefing missed approach procedures in advance.

16. Demonstrate understanding of holding entry and wind correction risks, including potential for departing protected airspace, collision hazards, task saturation, and loss of situational awareness. Articulate risk mitigation strategies such as pre-planning entries, slowing early, using MFD displays, and prioritizing aircraft control.

17. Apply single-pilot resource management (SRM) throughout holding operations: prioritize aviate-navigate-communicate, manage workload effectively, use all available tools (charts, GPS, MFD, timer), verbalize plans and actions, monitor fuel continuously, and avoid task saturation. Demonstrate the ability to recognize workload overload and take corrective action (request delay from ATC, simplify tasks, stabilize aircraft first).

18. Perform all holding procedures in accordance with 14 CFR Part 91 regulations, AIM guidance (Chapter 5-3-8), and manufacturer’s helicopter flight manual limitations. Operate within the helicopter’s operating envelope at all times.

Overall Completion Standard: The lesson is complete when the student can independently enter and maintain a holding pattern (published or non-published, standard or nonstandard) using the correct entry method, maintaining altitude ±100 feet, airspeed ±10 knots, headings ±10°, tracking within ¾-scale CDI deflection, reporting to ATC appropriately, managing fuel reserves, and demonstrating sound SRM throughout—all consistent with the performance tolerances and knowledge requirements of ACS IH.III.B.