航行情報(bào)手冊(cè) Aeronautical Information Manual (AIM) 2

時(shí)間：2011-04-18 00:50來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次

FIX
NONHOLDING SIDE
NONHOLDING SIDEHOLDINGHOLDING
COURSE
COURSE
j. Holding pattern airspace protection is based on the following procedures.
1. Descriptive Terms.
(a)Standard Pattern. Right turns (See FIG 5.3.3.)(b) Nonstandard Pattern. Left turns
2. Airspeeds.
(a)All aircraft may hold at the following altitudes and maximum holding airspeeds:
TBL 5.3.1
(b)The following are exceptions to the maximum holding airspeeds:
(1)Holding patterns from 6,001’ to 14,000’ may be restricted to a maximum airspeed of 210 KIAS. This nonstandard pattern will be depicted by an icon.
(2)Holding patterns may be restricted to a maximum speed. The speed restriction is depicted in parenthesis inside the holding pattern on the chart: e.g., (175). The aircraft should be at or below the maximum speed prior to initially crossing the holding fix to avoid exiting the protected airspace. Pilots unable to comply with the maximum airspeed restriction should notify ATC.
Altitude (MSL) Airspeed (KIAS)MHA . 6,000’ 200
6,001’ . 14,000’ 230
14,001’ and above 265
(3)Holding patterns at USAF airfields only . 310 KIAS maximum, unless otherwise depicted.
(4)Holding patterns at Navy fields only . 230 KIAS maximum, unless otherwise depicted.
(5)When a climb.in hold is specified by a published procedure (e.g., “Climb.in holding pattern to depart XYZ VORTAC at or above 10,000.” or “All aircraft climb.in TRUCK holding pattern to cross TRUCK Int at or above 11,500 before proceeding on course.”), additional obstacle protec-tion area has been provided to allow for greater airspeeds in the climb for those aircraft requiring them. The holding pattern template for a maximum airspeed of 310 KIAS has been used for the holding pattern if there are no airspeed restrictions on the holding pattern as specified in subparagraph j2(b)(2) of this paragraph. Where the holding pattern is restricted to a maximum airspeed of 175 KIAS, the 200 KIAS holding pattern template has been applied for published climb.in hold procedures for altitudes 6,000 feet and below and the 230 KIAS holding pattern template has been applied for altitudes above 6,000 feet. The airspeed limitations in 14 CFR Section 91.117, Aircraft Speed, still apply.
(c)The following phraseology may be used by an ATCS to advise a pilot of the maximum holding airspeed for a holding pattern airspace area.
PHRASEOLOGY.
(AIRCRAFT IDENTIFICATION) (holding instructions, when needed) MAXIMUM HOLDING AIRSPEED IS (speed in knots).
En Route Procedures
5.3.11
FIG 5.3.4
Holding Pattern Entry Procedures
3. Entry Procedures. (See FIG 5.3.4.)(a)Parallel Procedure. When approaching the holding fix from anywhere in sector (a), the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the holding fix or intercept the holding course inbound.
(b)Teardrop Procedure. When approach-ing the holding fix from anywhere in sector (b), the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course.
(c)Direct Entry Procedure. When ap-proaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern.
(d)While other entry procedures may enable the aircraft to enter the holding pattern and remain within protected airspace, the parallel, teardrop and direct entries are the procedures for entry and holding recommended by the FAA.
4. Timing.
(a) Inbound Leg.
(1)At or below 14,000 feet MSL: 1 minute.
(2)Above 14,000 feet MSL: 11/2 minutes.
NOTE.
The initial outbound leg should be flown for 1 minute or 1 1/2 minutes (appropriate to altitude). Timing for subsequent outbound legs should be adjusted, as necessary, to achieve proper inbound leg time. Pilots may use any navigational means available; i.e., DME, RNAV, etc., to insure the appropriate inbound leg times.
(b) Outbound leg timing begins over/abeam the fix, whichever occurs later. If the abeam position cannot be determined, start timing when turn to outbound is completed.
5. Distance Measuring Equipment (DME)/ GPS Along.Track Distance (ATD). DME/GPS holding is subject to the same entry and holding procedures except that distances (nautical miles) are used in lieu of time values. The outbound course of the DME/GPS holding pattern is called the outbound leg of the pattern. The controller or the instrument approach procedure chart will specify the length of the outbound leg. The end of the outbound leg is determined by the DME or ATD readout. The holding fix on conventional procedures, or controller defined holding based on a conventional navigation aid with DME, is a specified course or radial and distances are from the DME station for both the inbound and
En Route Procedures
5.3.12
outbound ends of the holding pattern. When flying overlay and early stand alone procedures may have published GPS overlay or stand alone procedures timing specified. (See FIG 5.3.5, FIG 5.3.6 and with distance specified, the holding fix will be a FIG 5.3.7.) See paragraph 1.1.19, Global Position-waypoint in the database and the end of the outbound ing System (GPS), for requirements and restriction leg will be determined by the ATD. Some GPS on using GPS for IFR operations.
FIG 5.3.5
Inbound Toward NAVAID
NOTE.
When the inbound course is toward the NAVAID, the fix distance is 10 NM, and the leg length is 5 NM, then the end of the outbound leg will be reached when the DME/ATD reads 15 NM.
FIG 5.3.6
Inbound Leg Away from NAVAID

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