ACS Task IR.III.B — Holding Procedures (Entry, Timing, Tolerances)

What does ACS Task IR.III.B evaluate?

IR.III.B falls within Area III (ATC Clearances and Procedures) of the Instrument Rating ACS (FAA-S-ACS-8C Change 1). The task evaluates three integrated elements: Knowledge (can you explain holding theory and procedures?), Risk Management (can you identify the hazards and manage workload?), and Skill (can you fly it to ACS tolerances in the aircraft?).

The DPE typically assigns a hold during the en route or approach phase of the flight portion, often at a published fix or a VOR, and evaluates from the moment the clearance is read back. This task cross-references IR.III.A (ATC Clearances) — a poor readback of the holding clearance can cascade into an IR.III.A deficiency even before the hold itself begins.

What are the three holding entry types?

The entry you select depends on your arrival heading relative to the holding course inbound. AIM 5-3-7 divides the 360° around the holding fix into three sectors using a 70°/110° rule measured from the inbound holding course.

The 70°/110° boundary is measured on either side of the inbound course, not from the outbound course. For a standard right-hand pattern with an inbound course of 360°: anything within 70° to the right of 360° (i.e., headings from 001° to 070°) is a direct entry; anything within 110° to the left (i.e., headings from 290° to 360° and 250° to 290°) triggers a teardrop; headings in the remaining arc use the parallel. Work this out on paper or a flight computer before every checkride hold — do not try to visualize sectors under pressure in the aircraft.

What are the maximum holding airspeeds?

AIM 5-3-7 establishes three speed limits keyed to altitude. These are maximums — always comply with any lower charted restriction.

For most instrument rating checkrides conducted in a single-engine piston aircraft, the relevant limit is 200 KIAS — but the DPE will ask you to state all three thresholds during the oral. Published approach charts may depict a holding pattern with a speed restriction below these maximums (e.g., "max 185 KIAS"), which must be complied with and supersedes the AIM ceiling.

How is timing managed in the holding pattern?

Timing starts when you are over the fix on the outbound. On the first circuit, fly the outbound leg for 1 minute (or 1.5 minutes if above 14,000 ft MSL) and then assess your inbound time. After the first circuit, adjust the outbound timing to achieve the target inbound leg duration.

Wind correction on the outbound is applied by tripling the inbound drift correction, not to exceed 30°. If you needed a 7° wind correction angle on the inbound (i.e., you crabbed 7° into the wind), apply 21° on the outbound in the same direction. This counterintuitive opposite-side technique compensates for the wind's cumulative effect on the racetrack pattern and keeps the inbound leg on course without constant re-correction.

What is an EFC time and why does it matter?

An Expect Further Clearance (EFC) time is the time ATC tells you to expect an onward clearance out of the hold. Per AIM 5-3-7, ATC must issue an EFC time whenever they assign holding. This is not optional — if ATC forgets, ask for it.

The EFC time becomes critical if you lose two-way radio communications while holding. Under 14 CFR 91.185, you depart the hold at the EFC time (or your filed ETA if no EFC was issued) and proceed with the approach. The DPE will test whether you know to ask for an EFC and what to do if you lose comms while holding.

What do the Risk Management elements require?

Risk Management for this task is primarily evaluated orally — the DPE may present a scenario (traffic delay, EFC time approaching, weather deteriorating) and ask what actions you would take. The highest-priority risk element is lost communications: you must know both the AIM holding rule and the 14 CFR 91.185 lost-comm routing and altitude provisions.

What are the ACS Skill tolerances for holding?

The Instrument Rating ACS specifies the following standards for the flight portion of IR.III.B:

• Select and execute the correct holding entry procedure (direct, teardrop, or parallel) for the assigned pattern.
• Maintain assigned holding altitude within ±100 feet throughout the pattern.
• Maintain holding airspeed within ±10 KIAS of the assigned or maximum holding speed.
• Apply wind corrections to maintain the holding course inbound and achieve the correct inbound leg timing.
• Report as required — including any inability to comply with the clearance and request for EFC if not given.
• Comply with ATC instructions, including any amended clearances issued while in the hold.

Note that the ACS does not publish a numerical timing tolerance. The standard for inbound leg timing is implied — the DPE expects a recognizable 1-minute (or 1.5-minute) inbound leg, not a 45-second or 2.5-minute inbound. Consistent outbound adjustment demonstrates that you understand the technique, which is what the DPE is evaluating.

What does the DPE look for in IR.III.B?

The DPE is evaluating three things simultaneously: your communication (is the readback complete and correct?), your procedural knowledge (did you select the right entry without hesitation?), and your aircraft handling (are you at holding speed before the fix?).

1. 1
   Acknowledge the clearance immediately and read back the holding fix, inbound course, turn direction, and any speed restriction — per IR.III.A requirements that carry into this task.
2. 2
   Begin decelerating to holding speed well before the fix — do not arrive at the fix still at cruise speed.
3. 3
   Identify your arrival heading relative to the inbound course and verbalize the entry type to the DPE if asked; do not guess after crossing the fix.
4. 4
   Cross the fix and execute the entry without hesitation. The DPE notes whether the entry is correct, not whether it is perfect — an incorrect entry that is flown smoothly is still a task failure.
5. 5
   Time the outbound from the fix, apply the tripled wind correction, and roll out on the inbound. Monitor inbound timing and announce any adjustment being made.
6. 6
   Report reaching the holding fix on the first arrival and every subsequent lap if ATC requires position reports (this is specified in the clearance or by local ATC).

What are the most common errors in IR.III.B?

The errors that fail applicants most consistently are procedural, not stick-and-rudder:

• Wrong entry — most often confusing the teardrop and parallel sectors, or defaulting to direct entry for all arrivals.
• Forgetting to time outbound from the fix — beginning the clock after rolling wings level instead of at the fix crossing.
• Failing to request or note the EFC time — a direct Risk Management failure even if the pattern is flown perfectly.
• Not decelerating before the fix — arriving at holding speed after the fix crossing wastes the first half of the outbound leg.
• Applying wind correction in the wrong direction on the outbound — crabbing into the wind on outbound instead of into it on inbound produces a consistently off-track pattern.
• Ignoring the speed restriction on a published hold — flying the AIM maximum when the chart specifies a lower limit.

Frequently Asked Questions

Q: How do you determine which holding entry to use?

Determine your heading relative to the holding course inbound. If your arrival heading falls within 70° on the holding side of the inbound course, use a direct entry. If it falls within 110° on the non-holding side, use a teardrop. All other headings use a parallel entry. The three sectors together cover the full 360°. AIM 5-3-7 defines these sectors.

Q: What is the maximum holding airspeed below 6,000 ft MSL?

200 KIAS. AIM 5-3-7 specifies three airspeed limits: 200 KIAS at or below 6,000 ft MSL; 230 KIAS between 6,001 and 14,000 ft MSL; and 265 KIAS above 14,000 ft MSL. Published holding patterns may specify lower limits — always comply with the charted speed restriction if one is depicted.

Q: How long is the outbound leg in a holding pattern?

Time the outbound leg so the inbound leg is 1 minute at or below 14,000 ft MSL, or 1.5 minutes above 14,000 ft MSL. Wind correction is applied on the outbound leg: triple the inbound wind correction angle (not to exceed 30°) and adjust outbound timing to achieve the target inbound time.

Q: What ACS tolerances apply to holding in IR.III.B?

The FAA Instrument Rating ACS requires ±100 feet of the assigned holding altitude and airspeed within ±10 KIAS of the holding speed. Additionally, the pilot must use the correct entry procedure, apply appropriate wind corrections, and report as required.

Q: What is an EFC time and when must ATC give you one?

EFC stands for Expect Further Clearance — the time ATC expects to issue you an onward clearance out of the hold. Per AIM 5-3-7, ATC must issue an EFC time whenever they assign a holding clearance. If you experience two-way radio communications failure while holding, you depart the hold at the EFC time under 14 CFR 91.185.

Q: Which direction are holding pattern turns standard?

Standard holding uses right-hand turns. A left-hand pattern must be specifically depicted on a chart or explicitly assigned by ATC. When ATC issues holding instructions, they specify the holding fix, the inbound course, turn direction (if non-standard), and any airspeed restriction. AIM 5-3-7 defines the standard as right turns.

Q: Can you fly a DME or RNAV-defined holding pattern?

Yes. Many published holds use a DME distance rather than a time-based outbound leg. In those cases, you fly a specified distance from the fix on the outbound leg instead of timing. GPS-based holds follow the same entry and turn logic but substitute distance legs per the published procedure. AIM 5-3-7 addresses both time- and distance-based holds.

Q: What should you do if you arrive at the holding fix faster than expected and are not yet established?

Slow to holding speed before or upon reaching the holding fix, execute the correct entry procedure, and advise ATC if needed. ACS Risk Management element R3 for IR.III.B specifically addresses workload management during holding — the DPE is watching for early deceleration and proactive situational awareness, not reactive scrambling at the fix.

Sources

• AIM Chapter 5, Section 3 — En Route Procedures (AIM 5-3-7, Holding)
• FAA Instrument Rating ACS (FAA-S-ACS-8C with Change 1)
• FAA Instrument Procedures Handbook (FAA-H-8083-16B)
• 14 CFR 91.181 — Course to be Flown
• 14 CFR 91.185 — IFR Operations: Two-Way Radio Communications Failure

This article was researched from FAA primary sources (ACS FAA-S-ACS-8C Change 1, AIM 5-3-7, 14 CFR Part 91, FAA Instrument Procedures Handbook FAA-H-8083-16B) by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.