Navigation Planning
Determine the correct holding pattern entry type from your aircraft heading and inbound course. Calculates wind-corrected outbound leg timing, provides step-by-step procedure guidance, and displays a live visual diagram of the pattern and entry.
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Usage Guide
Four inputs — complete entry procedure and timing in seconds.
The inbound course is published on the approach chart or given in the ATC holding clearance — it is the magnetic course flown toward the holding fix on the inbound leg. The aircraft heading is your current heading at the moment you cross the holding fix. Both in magnetic degrees.
Standard holding uses right turns — select Left only if the clearance or chart specifies non-standard. Altitude determines whether the standard inbound leg is 1 minute (below FL140) or 1.5 minutes (FL140 and above). It also sets the ICAO maximum holding speed for your altitude band.
Enter your True Airspeed and the wind direction (FROM, True) and speed. The calculator computes the wind correction angle for the inbound leg and the corrected outbound leg timing needed to achieve the standard inbound leg duration despite wind. Apply triple the WCA on the outbound heading to pre-correct for drift.
The entry type (Direct, Parallel, or Teardrop) is displayed with a colour-coded banner. The step-by-step procedure lists exactly what to do from the fix crossing — headings to fly, timing to use, and when to turn. The diagram shows the full racetrack pattern and your entry track from the aircraft heading.
Entry Procedures
The three entry procedures are defined by ICAO Doc 8168 and the FAA Instrument Procedures Handbook. Each is designed to keep the aircraft within the protected area throughout the entry.
The simplest entry. Cross the fix and turn directly to the outbound heading (in the appropriate direction for the hold). Fly the outbound leg for the standard time, turn inbound, and complete the first full circuit. Used when the aircraft is already roughly aligned with or approaching from the holding side of the pattern. No special procedure — just turn to the outbound course and begin the circuit.
Cross the fix and turn to a heading 30° toward the holding side from the outbound course. Fly outbound on this teardrop track for the standard time. Then turn in the appropriate direction toward the inbound course to intercept it. The 30° offset ensures the aircraft remains within the protected area during the outbound leg while still providing enough displacement to complete a comfortable inbound turn. The teardrop track keeps the aircraft on the protected (holding) side throughout the entry.
Cross the fix and turn to fly outbound on a heading parallel to the inbound course but on the non-holding (opposite) side. Fly parallel for the standard time, then turn toward the holding side through more than 180° to intercept the inbound course. The parallel entry is the most complex because the aircraft is flying away from the holding pattern initially. The extended turn on the second half of the entry ensures the aircraft converges onto the inbound course from the correct side.
The easiest mental method: face the inbound direction. The aircraft is approaching from behind you (direct sector), from your right (teardrop sector), or from your left (parallel sector). If the angle between the aircraft and the inbound direction is within 70° on either side — that is direct. Between 70° and 180° on the holding side — teardrop. Between 180° and 290° — parallel.
Pattern Structure
A holding pattern is precisely defined. Every element has a specific meaning and is published on approach charts and in ATC clearances.
The geographic point around which the pattern is flown — typically a VOR, NDB, GPS waypoint (RNAV fix), or intersection of two VOR radials. The fix is always at the end of the inbound leg. The aircraft crosses the fix at the start and end of the inbound leg.
The magnetic track flown toward the fix on the inbound leg. Always published on charts. This is the primary orientation reference for the hold. The entry procedure is determined relative to the inbound course.
The reciprocal of the inbound course (inbound + 180°). Flown away from the fix during the outbound leg. The aircraft should maintain this track over the ground, applying wind correction as needed.
The leg flown toward the fix on the inbound course. The timing standard (1 min or 1.5 min) applies to this leg. At the end of the inbound leg, the aircraft is at the fix and must be established on the inbound course, appropriately configured, and at the correct altitude.
The leg flown away from the fix on the outbound course. Timing begins abeam the fix (at the point where the fix is 90° to the aircraft heading). Timing is adjusted to achieve the standard inbound leg time.
The turn at the holding fix at the end of the inbound leg. This is always in the holding direction (right for standard). The turn begins immediately at fix crossing and continues to the outbound heading. Target: 1–1.5 minutes depending on altitude.
The turn at the end of the outbound leg to intercept the inbound course. For standard holds, this is a 180° turn to the right. The aircraft should roll out established on the inbound course or converging with it.
Wind correction in a holding pattern has two components:
Apply WCA to maintain the desired track. On the inbound leg, use the standard WCA from the wind triangle. On the outbound leg, apply triple the inbound WCA to pre-correct for wind drift on both legs and during turns.
A headwind on the inbound leg (tailwind on outbound) means the aircraft covers less ground per minute inbound. Add time to the outbound leg: approximately 1 second per knot of headwind component. Adjust after each circuit based on actual inbound time achieved.
ATC Clearances
A holding clearance contains specific mandatory elements. Any missing element must be queried before entering the hold.
Holding fix — the navigation aid or waypoint at which the hold is centred. Fixes can be VOR stations, NDB beacons, named GPS waypoints (RNAV), intersections of airways, or reporting points.
Inbound course — for a VOR, the radial defines the track. Radial 090 means the inbound course is 270° (flying toward the VOR on the 090 radial is flying on a course of 270°). Always convert the radial to the inbound course.
Turn direction — standard is right turns. If omitted, assume right turns. "Left turns" or "(L)" on chart = non-standard.
Leg length — RNAV/DME-based holds specify distance in nautical miles instead of time. The outbound leg is flown for 10 nm from the fix (or from abeam the fix).
Altitude — the altitude at which to hold. Must be at or above the Minimum Holding Altitude (MHA) published on charts. If lower than published MHA, query ATC.
Expect Further Clearance — the time ATC expects to clear the aircraft out of the hold. Critical for lost communications procedure: depart the hold at EFC if no clearance received.
Lost Communications
Lost communications is one of the most important emergency procedures for instrument pilots. The hold and the EFC time are central to the procedure.
Immediately set transponder to 7600 (radio failure). ATC radar will see the emergency squawk and take protective action.
If in VMC, maintain VFR and land at the nearest suitable aerodrome. Notify ATC by any means possible.
Fly the highest of: last assigned altitude, minimum IFR altitude for the route, or altitude ATC advised to expect.
Continue to destination on last cleared route, or direct if no specific routing was given.
Leave the holding fix at the EFC time received, or at the ETA at the fix. Descend and execute the approach.
Land at the destination unless fuel or weather dictates otherwise. ATC will clear the runway when they see the transponder.
The FAA mnemonic is AVE F (Assigned, Vectored, Expected, Filed) for altitude, and the hold departure time is governed by the EFC received.
Common Questions
A holding pattern is a racetrack-shaped flight manoeuvre flown at a published fix or navigation aid to absorb delay. ATC assigns holds to sequence traffic — when the destination airport is saturated, weather is below minimums, or a preceding aircraft has missed an approach. Holds are also used as approach course reversals (procedure turns) at some instrument approach procedures, as airspace waiting areas before clearances are received, and as the initial missed approach instruction at many airports. Holding patterns are defined by: the holding fix (VOR, NDB, GPS waypoint, or intersection), the inbound course (the track flown toward the fix during the inbound leg), the direction of turns (standard right turns or non-standard left turns), the leg length (by time or distance), and the altitude. All these parameters are published on instrument approach charts and in ATC holding instructions.
The three entry procedures are Direct Entry, Parallel Entry, and Teardrop Entry. They are used depending on the aircraft heading relative to the inbound course at the time of arrival at the holding fix. Direct Entry: the aircraft turns directly from its arrival heading to the outbound leg heading (left turn for right-hand holds, right turn for left-hand holds). This is the simplest entry, used when the aircraft is heading roughly in the direction of the inbound course or is approaching from the holding side. Parallel Entry: the aircraft flies outbound on a heading parallel to the inbound course (but on the non-holding side), then turns inbound and intercepts the inbound course. Teardrop Entry: the aircraft flies a track 30 degrees toward the holding side of the pattern from the outbound course, flies outbound for the appropriate time, then turns inbound to intercept the inbound course. The three sectors are defined by ICAO Doc 8168 and the FAA Instrument Procedures Handbook.
Entry type is determined by the angle between the aircraft heading at the holding fix and the inbound course. Measure the relative bearing from the inbound course to the aircraft heading, clockwise. Direct entry: relative bearing 0–70° or 290–360° (aircraft within ±70° of the inbound course direction). Teardrop entry: relative bearing 70°–180° (aircraft approaching from the holding/right side). Parallel entry: relative bearing 180°–290° (aircraft approaching from the non-holding/left side). For non-standard left-hand holds, the parallel and teardrop sectors are mirrored. This calculator determines the entry type automatically from your entered aircraft heading and inbound course. The boundaries are sometimes shown as dashed lines on ATC charts, but most pilots develop an instinctive sense for entry selection with practice.
Below FL140 (14,000 ft), the standard holding pattern uses a 1-minute inbound leg. Above FL140, the standard is 1.5 minutes. Some holding patterns have distance-based legs (defined in nautical miles using DME or GPS) rather than time-based legs. When the published hold is time-based, the pilot adjusts the outbound leg timing so that the inbound leg is approximately 1 minute (or 1.5 minutes above FL140). Wind affects this: a headwind on the inbound leg means the aircraft travels more slowly over the ground, so the outbound leg must be longer to allow the aircraft to travel far enough before turning back. The correction is approximately 1 second of additional outbound time per knot of headwind on the inbound leg.
Wind directly affects both the size and timing of a holding pattern. On the inbound leg, a headwind slows the aircraft over the ground, making the inbound leg shorter than intended. To compensate, the outbound leg time must be extended. On the outbound leg, a tailwind (headwind on the inbound becomes tailwind on outbound) increases groundspeed, so the aircraft travels further from the fix. The standard method: estimate the wind correction for timing by noting whether the holding direction is into or downwind. The approximate rule is 1 second per knot of headwind component on the inbound leg, added to the outbound timing. The FAA recommends using triple the inbound wind correction angle (WCA) for the outbound wind correction to account for drift on both legs. After completing the first circuit, adjust outbound time based on the actual inbound time achieved.
ICAO published maximum holding speeds vary by altitude and aircraft category. For civil aircraft: up to 6,000 ft (1,830 m) AMSL: 230 KIAS. From 6,001 ft to 14,000 ft: 240 KIAS (or 280 KIAS for civil and military turbine aircraft if specifically approved). Above 14,000 ft: 265 KIAS. FAA published speeds differ slightly: below 6,000 ft: 200 KIAS for aircraft category A/B/C/D. Above 6,000 ft up to 14,000 ft: 230 KIAS. Above 14,000 ft: 265 KIAS. Exceeding the maximum holding speed invalidates protected airspace calculations and may cause the aircraft to fly outside the protected area. High-speed aircraft entering holds from high cruise speeds must slow to holding speed before or at the holding fix.
A standard holding pattern uses right-hand turns — the aircraft turns right onto the outbound heading, flies outbound, turns right to intercept the inbound course, flies the inbound leg, and turns right again at the fix. A non-standard holding pattern uses left-hand turns. All holding patterns are assumed to be standard right-hand turns unless specifically annotated as non-standard (denoted with "L" or "LEFT" on charts). Non-standard holds are used to keep the protected area on the appropriate side of an obstacle, to fit within available airspace, or because the approach procedure geometry requires it. Entry procedures for non-standard holds mirror those for standard holds, with the parallel and teardrop sectors swapped.
EFC (Expect Further Clearance) time is the time at which ATC expects to be able to clear the aircraft out of the hold and continue the approach or routing. ATC provides an EFC time when assigning a hold to allow the pilot to plan fuel. The critical use of EFC is for the lost communications contingency: if radio communications are lost while holding, ICAO and FAA procedures require the pilot to leave the hold at the EFC time (or the previously expected departure time from the fix, whichever comes first). Leaving at EFC time ensures the pilot departs the hold at a predictable time known to ATC, which allows safe sequencing with other traffic. If no EFC time was received, the pilot should leave the hold and continue the approach at the filed Estimated Time of Arrival (ETA) at the fix.
Holding protected airspace is the area of airspace guaranteed to be free of obstacles for aircraft flying within the holding pattern. ICAO and FAA calculate protected areas based on the maximum holding speed for the altitude, the maximum bank angle (25° or 3°/sec standard rate), the maximum wind assumed at that altitude, and the length of the inbound leg. The primary area is a racetrack-shaped zone centred on the holding track with buffers for navigation tolerance. The secondary area extends beyond the primary area with a gradient reduction in obstacle clearance. For obstacle clearance purposes, the minimum holding altitude (MHA) ensures 1,000 ft (or 2,000 ft in mountainous terrain) of clearance above obstacles within the primary protected area. This is why exceeding the maximum holding speed is prohibited — the aircraft may fly outside the charted protected area.
Modern GPS and FMS systems can automate holding pattern entry and sequencing. When a hold is loaded into the FMS, the system calculates the correct entry type based on the aircraft heading at the fix and automatically sequences the pattern. The FMS displays the holding pattern on the navigation display and provides course guidance throughout the entry and the hold. For RNAV holds, the hold is defined by the fix coordinates, inbound course, leg length in nautical miles (not time), turn direction, and altitude. When using FMS for holding, pilots should still understand the entry logic to verify the FMS behaviour — particularly on approach course reversal holds where incorrect entry could result in flying the wrong side of the fix. ATC clearance for the approach is typically given at the appropriate time before EFC.
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.