content_image/523070.jpg content_image/523095.jpg
<img src='content_image/523070.jpg'>

2. Holding fix (the fix may be omitted if included at the beginning of the transmission as the clearance limit) 

3. Radial, course, bearing, airway, or route on which the aircraft is to hold. 

4. Leg length in miles if DME or RNAV is to be used (leg length is specified in minutes on pilot request or if the controller considers it necessary). 

5. Direction of turn, if left turns are to be made, because the pilot requests or the controller considers it necessary. 

6. Time to expect-further-clearance (EFC) and any pertinent additional delay information. 

ATC instructions are also issued whenever: 

1. It is determined that a delay will exceed 1 hour. 

2. A revised EFC is necessary. 

3. In a terminal area having a number of NAVAIDs and approach procedures, a clearance limit may not indicate clearly which approach procedures will be used. On initial contact, or as soon as possible thereafter, approach control advises the pilot of the type of approach to expect. 

4. Ceiling and/or visibility is reported as being at or below the highest “circling minimums” established 

for the airport concerned. ATC transmits a report of current weather conditions and subsequent changes, as necessary. 

5. An aircraft is holding while awaiting approach clearance, and the pilot advises ATC that reported weather conditions are below minimums applicable to the operation. In this event, ATC issues suitable instructions to aircraft desiring either to continue holding while awaiting weather improvement or proceed to another airport. 

## Standard Entry Procedures 

The entry procedures given in the AIM evolved from extensive experimentation under a wide range of operational conditions. The standardized procedures should be followed to ensure that an aircraft remains within the boundaries of the prescribed holding airspace. 

When a speed reduction is required, start the reduction when 3 minutes or less from the holding fix. Cross the holding fix initially at or below the maximum holding airspeed (MHA). The purpose of the speed reduction is to prevent overshooting the holding airspace limits, especially at locations where adjacent holding patterns are close together. 

All aircraft may hold at the following altitudes and maximum holding airspeeds: 

<img src='content_image/523095.jpg'>

The following are exceptions to the maximum holding airspeeds: 

1. Holding patterns from 6,001 to 14,000 feet may be restricted to a maximum airspeed of 210 knots indicated airspeed (KIAS). This nonstandard pattern is depicted by an icon. 

2. Holding patterns may be restricted to a maximum airspeed of 175 KIAS. This nonstandard pattern is depicted by an icon. Holding patterns restricted to 175 KIAS are generally found on IAPs applicable to category A and B aircraft only. 

3. Holding patterns at Air Force airfields only—310 KIAS maximum, unless otherwise depicted. 

4. Holding patterns at Navy airfields only—230 KIAS maximum, unless otherwise depicted. 

5. The pilot of an aircraft unable to comply with maximum airspeed restrictions should notify ATC. 

