Navigation Planning
Use the holding pattern calculator below to determine the correct entry type and outbound leg timing for any holding pattern. Enter the aircraft heading at the fix, inbound course, wind direction and speed, and turn direction. The calculator identifies whether a direct, parallel, or teardrop entry is required, calculates the wind-corrected outbound leg time, and displays a live diagram of the pattern and entry procedure.
Usage Guide
The steps below explain how to use the holding pattern calculator to determine the correct entry procedure and outbound leg timing.
Enter the inbound course in magnetic degrees. This is the published inbound course from the instrument approach chart or the course assigned by ATC. Enter your current aircraft heading in magnetic degrees at the moment you cross the holding fix.
Select Standard (right turns) or Non-standard (left turns) as instructed by the chart or ATC. Enter your holding altitude. The calculator determines the standard inbound leg time (1 minute below FL140 or 1.5 minutes at FL140 and above) and applies the appropriate ICAO holding speed limit.
Enter True Airspeed (TAS) in knots. Enter the wind direction (FROM, True) and wind speed in knots. The calculator computes the Wind Correction Angle (WCA), recommended outbound heading, and corrected outbound timing to maintain the published inbound leg time.
The calculator identifies the correct Direct, Parallel, or Teardrop entry. It displays the holding pattern diagram together with the inbound heading, outbound heading, wind correction, outbound timing, and step-by-step entry procedure for the selected holding pattern.
Definition
A holding pattern is a standardized racetrack-shaped flight path that keeps an aircraft within a protected area while it waits for further clearance from Air Traffic Control (ATC) or for conditions to improve.
A holding pattern consists of six main elements:
Holding patterns are flown using published or assigned courses, leg times or distances, speed limits, and altitudes. Pilots continuously apply wind correction to maintain the published inbound track and keep the aircraft within the protected holding airspace.
ATC Context
Pilots use a holding pattern to delay an aircraft safely while maintaining separation from other traffic and remaining within protected airspace until they receive further instructions from Air Traffic Control (ATC).
The most common reasons for entering a holding pattern include:
During a hold, pilots maintain the assigned holding fix, altitude, speed, and inbound course while applying wind correction to remain within the protected holding area. They continue holding until ATC issues an approach clearance, an onward clearance, or instructions to leave the holding pattern.
Pattern Anatomy
A holding pattern has six structural elements: the holding fix, the inbound course, the outbound course, the inbound leg, the outbound leg, and the holding pattern turns. Every element is published on an instrument approach chart or assigned by Air Traffic Control (ATC).
The holding fix is the reference point around which the holding pattern is flown. The aircraft crosses the holding fix at the beginning and end of every circuit.
Common holding fixes include:
The inbound course is the magnetic course flown toward the holding fix. It is published on the instrument approach chart or assigned by ATC.
Pilots use the inbound course to:
The outbound course is the reciprocal of the inbound course. Pilots fly the outbound course away from the holding fix while applying wind correction to maintain the correct ground track.
Outbound Course = Inbound Course ± 180°
The inbound leg begins after the outbound turn and ends at the holding fix.
Standard inbound leg times are:
The outbound leg begins immediately after crossing the holding fix.
Pilots adjust the outbound leg time so the following inbound leg matches the published standard despite wind.
Each holding pattern contains two turns.
Standard holding patterns use right turns. Non-standard holding patterns use left turns when published or assigned by ATC.
Timing & Speeds
Holding patterns use standard inbound leg times and maximum holding speeds published by ICAO and the FAA. The table below summarizes the standard holding times and maximum holding speeds used during instrument flight.
Wind Correction
Pilots apply wind correction throughout the holding pattern to maintain the published tracks and inbound leg time. Wind correction consists of heading correction and timing correction.
Heading correction in a holding pattern uses Wind Correction Angle (WCA) to maintain the published inbound track despite wind drift.
Pilots apply heading correction as follows:
Timing correction in a holding pattern adjusts outbound leg timing to ensure the inbound leg remains at the published standard duration despite wind.
Pilots apply timing correction as follows:
The table below summarizes the standard timing corrections used during holding.
Pattern Types
A standard holding pattern uses right turns, while a non-standard holding pattern uses left turns as published on the instrument approach chart or assigned by Air Traffic Control (ATC).
A standard holding pattern uses right-hand turns for all circuit legs.
Pilots fly a standard hold as follows:
A non-standard holding pattern uses left-hand turns instead of right-hand turns.
Pilots fly a non-standard hold as follows:
The key difference between standard and non-standard holding patterns is turn direction.
All other elements, including inbound leg timing, wind correction, and entry procedures, remain identical.
Entry Procedures
Holding pattern entry procedures define how an aircraft joins a published holding pattern while remaining within the protected airspace. ICAO Doc 8168 and the FAA Instrument Procedures Handbook classify entries into Direct, Teardrop, and Parallel based on the aircraft's position relative to the inbound course.
Pilots determine holding entry type by calculating the relative bearing between aircraft heading and inbound course at the holding fix.
Relative bearing formula:
This value defines the aircraft's position relative to the holding pattern and determines the entry type.
Entry type is classified using the relative bearing sector:
A direct entry occurs when the aircraft arrives within the direct sector relative to the inbound course.
Pilots perform a direct entry as follows:
Direct entry is the simplest entry method and applies when the aircraft approaches within ±70° of the inbound course direction.
A teardrop entry occurs when the aircraft approaches from the holding side but outside the direct sector.
Pilots perform a teardrop entry as follows:
The teardrop offset keeps the aircraft within protected airspace during the outbound segment.
A parallel entry occurs when the aircraft approaches from the non-holding side of the inbound course.
Pilots perform a parallel entry as follows:
Parallel entry is the most complex entry because the aircraft initially flies away from the holding pattern before rejoining.
Worked Example
The example below shows a complete holding pattern calculation for a hold at Daventry VOR (DTY) with a crosswind from the northwest. It demonstrates entry type determination, wind correction angle, outbound heading adjustment, and outbound timing correction.
The table below lists the flight parameters used in this holding pattern example.
The pilot applies the relative bearing formula to identify the holding pattern entry sector.
Relative bearing = (135 − 270 + 360) mod 360 = 225°
225° falls in the Parallel entry sector (180°–290°). Entry type: Parallel entry.
At 7,000 ft, the standard inbound leg time is 1 minute (below FL140). The ICAO maximum holding speed at 7,000 ft is 240 KIAS. TAS 180 kt is within the limit.
Wind 330°/25 kt on inbound course 270° produces a crosswind component of 21.7 kt from the right and a headwind component of 12.5 kt.
WCA = arcsin(21.7 ÷ 180) = +7° (crab right into wind)
Inbound heading = 270° + 7° = 277°M
Ground speed inbound = 166 kt
The outbound course is the reciprocal of the inbound course. The outbound heading applies triple the inbound WCA to pre-correct for wind drift during the outbound leg and both turns.
Outbound course = 270° + 180° = 090°
Triple WCA = 3 × 7° = 21°
Outbound heading = 090° + 21° = 111°M
The inbound leg covers 2.77 NM at 166 kt in 1 minute. Ground speed outbound is 191 kt due to the tailwind on the outbound leg.
Outbound time = (2.77 ÷ 191) × 60 = 52 seconds
The pilot flies the outbound leg for 52 seconds instead of 60 to compensate for the tailwind, maintaining a 1-minute inbound leg.
The table below summarises all calculated outputs for this holding pattern. Computed values are highlighted in blue.
Holding Methods
A holding pattern uses either distance or time to define the outbound leg, depending on the procedure published on the instrument approach chart.
A distance-based holding pattern defines the outbound leg using a fixed distance measured in nautical miles (NM).
Pilots fly a distance-based hold as follows:
Distance-based holding patterns are commonly used in RNAV (GPS) instrument procedures. ATC may also assign distance-based holds using DME (Distance Measuring Equipment).
A time-based holding pattern defines the outbound leg using elapsed time.
Pilots fly a time-based hold as follows:
Time-based holding patterns are standard for VOR, NDB, and conventional IFR procedures.
The key difference between holding pattern types is the outbound leg reference:
Both methods maintain controlled flight within protected airspace around the holding fix.
Clearance Types
A holding pattern is either published on an instrument procedure chart or assigned by Air Traffic Control (ATC) during flight.
A published holding pattern is pre-defined and printed on instrument approach charts (ICAO / FAA procedures).
Pilots use a published holding pattern as follows:
Published holds are commonly located at IFR approach fixes, VORs, and RNAV waypoints.
An ATC-assigned holding pattern is issued dynamically by Air Traffic Control (ATC) during flight.
Pilots use an ATC-assigned holding pattern as follows:
ATC-assigned holds are commonly used for traffic spacing, sequencing, or airspace congestion management.
The key difference between holding types is the source of the procedure:
ATC instructions always override published holding data when both apply.
ATC Clearances
A holding clearance is the ATC instruction that defines how, where, and at what altitude a pilot must enter and maintain a holding pattern. It contains six mandatory elements that the pilot must read back and action before entering the hold:
The example below shows a typical ATC holding clearance with each element identified.
The navigation aid or waypoint at which the hold is centred. Fixes can be VOR stations, NDB beacons, named RNAV/GPS waypoints, intersections of airways, or reporting points.
For a VOR, the radial defines the inbound track. Radial 090 means the inbound course is 270° — flying toward the VOR on the 090 radial means flying a course of 270°. Pilots always convert the radial to the inbound course.
Standard holding uses right turns. If the turn direction is omitted from the clearance, the pilot assumes right turns. Left turns or the notation (L) on a chart indicate a non-standard holding pattern.
RNAV and DME-based holds specify leg length in nautical miles. The outbound leg is flown for 10 NM from the fix or from abeam the fix. If no leg length is specified, standard timing rules apply.
The altitude at which to hold. Must be at or above the Minimum Holding Altitude (MHA) published on the chart. If the assigned altitude is below the published MHA, the pilot must query ATC before entering the hold.
The time ATC expects to issue an onward clearance. The EFC time is critical for lost communications procedure — if radio contact is lost, the pilot departs the holding fix at the EFC time and continues the approach or route.
Regulations
Holding pattern procedures are standardized by ICAO, FAA, and EASA to ensure consistent execution of holding entries, timing, and protected airspace separation.
ICAO defines global holding standards in ICAO Doc 8168 (PANS-OPS).
Pilots apply ICAO holding procedures as follows:
ICAO ensures global consistency for international flight operations.
The FAA defines U.S. procedures in the Instrument Procedures Handbook (FAA-H-8083-16).
Pilots apply FAA holding procedures as follows:
FAA procedures prioritize traffic separation for IFR operations in U.S. airspace.
EASA defines European procedures under SERA (Standardised European Rules of the Air) and ICAO-aligned OPS regulations.
Pilots apply EASA holding procedures as follows:
EASA procedures align closely with ICAO to ensure cross-border operational consistency.
All three systems use the same core structure: holding fix, inbound course, entry sectors, and standardized timing rules.
Protected Airspace
Holding pattern protected airspace is the designated 3-dimensional buffer of airspace assigned by air traffic control to keep holding aircraft separated from terrain, obstacles, and other air traffic. It is dynamically calculated based on altitude, aircraft speed, and distance from the navigational aid.
The specific size and shape of the protected airspace scales up depending on several factors:
Modern Navigation
GPS and Flight Management Systems (FMS) fly holding patterns by using pre-programmed waypoint geometry and lateral navigation (LNAV) to automatically compute turns, timing, and track containment around a holding fix.
A GPS-based holding pattern uses satellite position data to define the holding fix and track.
GPS systems compute holding patterns by using:
The GPS system ensures the aircraft remains within the published RNAV holding structure without requiring manual wind correction calculations.
An FMS integrates navigation, performance, and flight plan data to fly the holding pattern.
FMS systems execute holding patterns by using:
The FMS calculates inbound and outbound legs using ground track and continuously updates position error correction.
GPS and FMS systems handle wind using real-time track correction.
Modern GPS and FMS systems assist with holding entry and circuit management.
GPS and FMS holding systems replace manual wind triangle calculations with continuous position-based tracking, allowing precise and repeatable execution of published holding patterns using stored navigation procedures.
Missed Approach
Holding and the missed approach procedure define how an aircraft stabilizes, sequences, or re-establishes safe flight when an instrument approach cannot be completed.
A missed approach procedure often includes a published holding pattern at a navigation fix.
The procedure uses holding as follows:
Missed approach holding fixes are commonly defined using VOR, NDB, or RNAV waypoints on instrument approach plates.
The missed approach procedure and holding pattern share a single navigation structure.
Aircraft may enter a holding pattern during or after the missed approach phase depending on ATC instruction.
Holding in a missed approach procedure ensures that aircraft remain within protected airspace while ATC manages sequencing after an unsuccessful landing attempt or approach discontinuation.
Lost Communications
Lost communications in a holding pattern defines the procedure a pilot follows when radio failure occurs during IFR flight while holding under ATC control.
A pilot immediately communicates loss of radio contact using the transponder.
ICAO defines a structured sequence for aircraft already in a holding pattern.
If visual conditions exist, the pilot follows VMC priorities:
If Instrument Meteorological Conditions (IMC) exist, the pilot follows IFR rules:
FAA procedures define altitude and timing using structured decision rules.
Altitude selection follows the AVEF hierarchy — the pilot flies the highest of:
Departure from the holding pattern follows time-based rules:
After leaving the hold, the pilot proceeds with the published or expected approach procedure.
Lost communications procedures in a holding pattern ensure that aircraft follow a predictable sequence based on altitude hierarchy, timing rules, and ATC expectations, allowing safe separation even without radio contact.
Common Mistakes
Common holding pattern mistakes are procedural and calculation errors that cause aircraft to drift off the protected holding track, mismanage timing, or violate ATC clearance requirements during IFR operations.
Entry sector errors occur when the holding position is misinterpreted relative to the inbound course. The entry type (Direct, Teardrop, or Parallel) is selected incorrectly due to an incorrect relative bearing calculation. Aircraft heading is sometimes used instead of inbound course during sector determination. These errors result in misalignment with the protected holding airspace during entry.
Wind correction errors occur when the Wind Correction Angle (WCA) is applied incorrectly during holding legs. The inbound leg may be flown without WCA, which causes lateral track drift. Outbound corrections may be over-applied or under-applied depending on pilot technique. Wind changes between circuits create cumulative drift when corrections are not updated each cycle.
Timing errors occur when outbound leg timing is based on incorrect reference points or incorrect altitude rules. Outbound timing may start from the wrong position in the holding pattern. The 1-minute rule below FL140 and 1.5-minute rule at or above FL140 are sometimes applied incorrectly. Wind changes that are not accounted for lead to unstable inbound leg timing.
Groundspeed errors occur when TAS is used instead of GS in holding calculations. Estimated Time En Route (ETE) becomes inaccurate when based on TAS rather than actual groundspeed. Headwind effects are underestimated when GS reduction is not applied to fuel planning. Fuel endurance estimates become unreliable when actual holding performance is not continuously updated.
Altitude and speed deviations occur when published holding limits are exceeded or assigned altitudes are not maintained. ICAO and FAA maximum holding speeds are sometimes exceeded for the altitude band. Holding stacks become unsafe when assigned levels are not maintained between aircraft. ATC-assigned holding altitudes are sometimes not followed during congestion.
Situational awareness errors occur when planned and actual holding performance are not continuously compared. Actual inbound time is not cross-checked against navlog predictions. Gradual drift caused by wind changes is not detected early. Heading and timing are not recalculated after performance deviations.
Holding pattern mistakes occur when entry logic, wind correction, timing discipline, and groundspeed awareness are not continuously aligned with the published or ATC-assigned holding procedure.
Common Questions
Holding patterns on instrument approach charts appear either as the missed approach holding fix or as an initial approach fix (IAF) procedure turn alternative. The chart shows the holding fix (typically a VOR, NDB, or GPS waypoint), the inbound course (aligned with the final approach course or the approach transition), the direction of turns (shown by teardrop symbol), and the minimum holding altitude. On the approach, the pilot crosses the fix, identifies the entry type based on approach heading versus inbound course, performs the entry procedure, and then completes full circuits until cleared for the approach or until the ATC sequence permits descent. Time the inbound leg accurately — both for airspace containment and for proper stabilisation before the IAF to final approach transition.
A Minimum Holding Altitude (MHA) is the lowest altitude at which an aircraft may hold at a specific fix while maintaining obstacle clearance, navigation signal reception, and IFR separation standards. MHA values are published on instrument approach charts alongside the holding pattern. ATC must not assign a holding altitude below the published MHA. If the pilot receives an altitude below the published MHA, they must query ATC before entering the hold.
Fuel required for holding is calculated by multiplying the aircraft's fuel burn rate at holding power by the estimated holding time. Holding time is determined from the Expect Further Clearance (EFC) time issued by ATC. If no EFC time is given, the pilot estimates holding duration based on ATC traffic advisories and adds a fuel reserve margin. Pilots calculate whether available fuel supports holding to the EFC time plus the approach, go-around, alternate, and final reserve. If fuel is insufficient, the pilot must declare minimum fuel or declare an emergency and request immediate approach clearance.
A holding stack is a vertical arrangement of multiple aircraft holding at the same fix, each separated by 1,000 feet of altitude. ATC assigns aircraft to different levels in the stack based on arrival sequence. When the lowest aircraft is cleared for the approach, each remaining aircraft descends one level. The aircraft that has been holding the longest at the lowest level is always the next to be cleared. Holding stacks are commonly used during periods of high traffic density, adverse weather, or runway capacity restrictions.
A procedure turn is a course reversal manoeuvre that positions the aircraft for final approach alignment. A holding pattern is a delay manoeuvre used to absorb time while remaining in protected airspace. Procedure turns are not holds — they are flown once to reverse course and are not repeated. Holding patterns are flown as repeated circuits until ATC issues further clearance. Some instrument approach procedures offer a holding-in-lieu-of-procedure-turn (HILPT), where the holding pattern replaces the conventional procedure turn as the course reversal method.
Yes. ATC can assign a holding pattern at any navigation fix, waypoint, intersection, or named reporting point along or adjacent to the cleared route. ATC-assigned holds are not limited to published holding patterns on approach charts. ATC may assign a hold at a VOR, NDB, RNAV waypoint, DME fix, or a named intersection. When assigning an off-chart hold, ATC provides all six mandatory clearance elements: holding fix, inbound course, turn direction, leg length, altitude, and EFC time.
A pilot may leave a holding pattern without ATC clearance only in specific circumstances. In a lost communications situation, the pilot departs the hold at the EFC time or the ETA at the fix, whichever comes first, and proceeds with the approach. A pilot may also leave a holding pattern if fuel state reaches minimum fuel or emergency levels, in which case the pilot declares the fuel state and requests immediate clearance. Outside of emergencies or lost communications, a pilot must receive an ATC clearance before leaving the hold.
Holding-in-lieu-of-procedure-turn (HILPT) is a published instrument approach procedure that uses a holding pattern to replace a conventional procedure turn. The HILPT is depicted on the approach chart at the initial approach fix (IAF) with a holding pattern symbol. Pilots fly one circuit of the holding pattern to lose altitude, reverse course, and align with the final approach course. HILPT is flown only once — it is not repeated unless the pilot needs to lose additional altitude or ATC assigns further holding. The notation "NoPT" on an approach chart indicates that procedure turns and HILPTs are not required when flying from a specific direction.
When entering a hold, the pilot reads back all elements of the holding clearance: the holding fix, inbound course, turn direction, leg length, altitude, and EFC time. The pilot then reports established in the hold when the first inbound leg is completed. Example: "Golf-Alpha-Bravo-Charlie, established WOTAN, 7,000 feet." When leaving the hold, the pilot reports departing the fix after receiving approach clearance or at the EFC time. Example: "Golf-Alpha-Bravo-Charlie, departing WOTAN, inbound." ATC expects these position reports at the fix to maintain accurate traffic separation in the holding stack.
Holding on a radial uses a VOR radial as the reference for the inbound course. The inbound course is the magnetic bearing TO the VOR — the reciprocal of the radial. For example, holding on the 270 radial means the inbound course is 090. Holding on a course uses a published magnetic course or RNAV track as the direct reference. The distinction matters because a VOR radial is measured FROM the station, while an inbound course is measured TO the fix. Pilots must convert radial to inbound course before entering any VOR-based holding pattern.
A timed approach is an IFR approach procedure in which ATC assigns a specific time for each aircraft to depart the final approach fix (FAF), eliminating the need for radar separation. A holding pattern is a delay manoeuvre used to absorb time while remaining in protected airspace before the approach commences. Timed approaches replace holding when radar is unavailable or when traffic can be sequenced by time alone. In a timed approach, aircraft are assigned FAF crossing times and fly the approach without entering a hold. Holding patterns are used when delay is indefinite or when the exact approach time cannot be assigned in advance.