How to hold without losing your grip

Flying Safety, April, 2002 by James L. Major Taylor

If you've looked at AFMAN 11-217, Instrument Flight Procedures, lately, did you notice anything interesting? Chapter 10, paragraph 10.3.5.1, says the maximum holding speed at and below 6000 ft is 200 knots and "Do not exceed the maximum holding speed listed..." Does that really apply to everyone? How about aircraft like the T-38 with a tech order holding speed of 250-265 knots? Does having Cat E minimums on the plate have any effect on those holding speeds? Well, let's see if we can put our arms around these and figure out how we can avoid a controlled flight into terrain (CFIT) in a holding pattern. We'll break this down into two parts: (1) How to apply the airspeed rules, and( 2) How much airspace you are dealing with in a holding pattern.

Part I--Just what do I do with all this airspeed guidance?

Holding is a hot topic these days. The Advanced Instrument School (AIS) has received numerous questions since the release of the new AFMAN 11-217 (dated 29 Dec 2000) regarding para 10.3.5. This paragraph has an eye-opening list of maximum holding airspeeds that have caught some pilots by surprise. Those speeds are very real. Knowing how and when they apply is the key to operating safely. Let's start with a little history lesson.

From 1961 to 1989, the maximum holding speeds for civil turbojet aircraft engaged in level or descending IFR flight operations (from Air Line Pilot, Feb 1994) were as follows:

* 200 KIAS from the minimum holding altitude through 6000 ft MSL

* 210 above 6000 MSL through 14,000 MSL

* 230 above 14,000 MSL

Climbs in holding were authorized 310 KIAS (250 below 10,000 MSL, where applicable).

230 KIAS at higher altitudes was just too slow for a clean, heavy aircraft like those typically used in transport. So in 1989 the FAA increased the airspeeds to 230 KIAS at and below 14,000 and 265 KIAS above 14,000. Unfortunately, they didn't change the size of the holding patterns to accommodate those new airspeeds. Those patterns previously designed for 200 KIAS were now being flown at 230 KIAS. Pilots were playing Russian Roulette in those patterns. The Air Line Pilots Association (ALPA) caught onto this problem and issued Safety Alert Bulletin No. 93-6 "Maximum Authorized Holding Speeds for Turbojet Aircraft." It stressed that it may not be safe to hold at 230 KIAS at 14,000 MSL and below.

That problem has been rectified and the current FAA Order 7130.3A, Holding Pattern Criteria, now specifies holding patterns based on the airspeeds listed in the table in AFMAN 11-217. In addition, the FAA order contains a table listing recommended holding speeds for various military aircraft, should the designer be interested in designing the holding pattern to accommodate those aircraft. AFI 11-230 (the supplement to the TERPs manual, AFMAN 11-226) stipulates that all AF-designed holding patterns will be designed for a maximum holding speed of 310 knots at all altitudes. As with anything, there are exceptions, and those will be noted in the procedure.

So, where does all that put us today? As with anything... it depends. It is sometimes difficult to discern just exactly what standards were applied when the holding pattern was designed. If the holding pattern was designed by the Air Force, the holding airspeed can be considered to be 310 KIAS maximum, unless indicated otherwise in the procedure. If the FAA designed the pattern, it would be wise to apply those airspeeds now listed in AFMAN 11-217 paragraph 10.3.5.1 and AIM Table 5-3-1, in order to be safe. The Navy designs all holding patterns for 230 knots at all altitudes, unless noted otherwise. The Army contracts the FAA to do their approaches, so civil speeds apply at Army fields. Holding patterns designed to maximum holding speeds other than standard (including those at USAF airfields not built for 310 KIAS) will be annotated with an icon on the procedure stating the maximum holding airspeed.

Pay particular attention to the wording in AIM 5-3-7 j.2(b)(3): "Holding patterns at USAF airfields only--310 KIAS maximum, unless otherwise depicted." Notice that it says USAF airfields. The reason is that if you are flying an approach at a civilian airfield and happen to notice that the approach has "(USAF)" at the top of the plate, there is no guarantee the USAF actually designed that approach. Take a look at the HI-ILS RWY 3 at San Angelo Regional in the High SW approach book. It says "JAL-376.01 (USAF)" at the top of the plate, so we might assume the holding pattern depicted at the JAF, RANGE, has a maximum holding speed of 310 knots since the plate says "(USAF)." This is a bad assumption. An FAA designer may have produced the procedure on behalf of the USAF (we are told that is actually the case at SJT). In that case, FAA civil holding airspeeds may have been applied; you have no way of knowing simply by looking at the plate.

Remember, AIM says USAF airfields. Sometimes this can be confusing as well. Take Scott or Sheppard AFBs as examples. In both of these cases, you have both FAA and USAF TERPs designers building approaches to the same field. According to AFFSA, the FAA is now designing all of the procedures at Scott AFB, so civil rules may apply. Even at those fields, seeing "(USAF)" at the top of the plate doesn't guarantee a USAF designer built the approach (although that was probably the case). The lines get blurred. Fortunately Sheppard and Scott are very rare scenarios. At both of those fields, it might be wise to take the conservative stance if you are in doubt.