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1.3.2.6 Nonstandard Holding Pattern
a) Fix end and outbound end turns are made to the left. Entry procedures to a nonstandard pattern are oriented in relation to the 70 degree line on the holding side just as in the standard pattern.
b) When holding at a fix and instructions are received specifying the time of departure from the fix, the pilot should adjust the aircraft’s flight path within the limits of the established holding pattern in order to leave the fix at the exact time specified. After departing the holding fix, normal speed is to be resumed with respect to other governing speed requirements such as terminal area speed limits, specific ATC requests, etc. Where the fix is associated with an instrument approach, and timed approaches are in effect, a procedure turn shall not be executed unless the pilot advises ATC, since aircraft holding are expected to proceed inbound on final approach directly from the holding pattern when approach clearance is received.
c) If an aircraft is established in a published holding pattern at an assigned altitude above the published minimum holding altitude and subsequent-ly cleared for the approach, the pilot may descend to the published minimum holding altitude. The holding pattern would only be a segment of the instrument approach procedure if it is published on the instrument procedure chart and is used in lieu of a procedure turn.
d) For those holding patterns where there are no published minimum holding altitudes, the pilot, upon receiving an approach clearance, must maintain the last assigned altitude until leaving the holding pattern and established on the inbound course. Thereafter, the published minimum altitude of the route segment being flown will apply. It is expected that the pilot will be assigned a holding altitude that will permit a normal descent on the inbound course.
1.4 Radar Surveillance of Outer.Fix Holding Pattern Airspace Areas
1.4.1 Whenever aircraft are holding at an outer fix, ATC will usually provide radar surveillance of the outer fix holding pattern airspace area, or any portion of it, if it is shown on the controller’s radar scope.
1.4.2 The controller will attempt to detect any holding aircraft that stray outside the holding pattern airspace area and will assist any detected aircraft to return to the assigned airspace area.
1.4.3
Many factors could prevent ATC from providing this additional service, such as workload, number of targets, precipitation, ground clutter, and radar system capability. These circumstances may make it unfeasible to maintain radar identification of aircraft or to detect aircraft straying from the holding pattern. The provision of this service depends entirely upon whether the controller is in a position to provide it and does not relieve a pilot of the responsibility to adhere to an accepted ATC clearance.
2.
Approach Procedures
2.1 Approach Control
2.1.1 Approach control is responsible for controlling all instrument flight operating within its area of responsibility. Approach control may serve one or more airfields, and control is exercised primarily by direct pilot/controller communications. Prior to arriving at the destination radio facility, instructions will be received from ARTCC to contact approach control on a specified frequency.
2.2 Radar Approach Control
2.2.1 Where radar is approved for approach control service, it is used not only for radar approaches (Airport Surveillance Radar (ASR) and Precision Approach Radar (PAR)) but is also used to provide vectors in conjunction with published nonradar approaches based on radio NAVAIDs (ILS, MLS, VOR, NDB, TACAN). Radar vectors can provide course guidance and expedite traffic to the final approach course of any established instrument approach procedure or to the traffic pattern for a visual approach. Approach control facilities that provide this radar service will operate in the following manner:
2.2.1.1 Arriving aircraft are either cleared to an outer fix most appropriate to the route being flown with vertical separation and, if required, given holding information or, when radar handoffs are effected between the ARTCC and approach control, or between two approach control facilities, aircraft are cleared to the airport or to a fix so located that the handoff will be completed prior to the time the aircraft reaches the fix. When radar handoffs are utilized, successive arriving flights may be handed off to approach control with radar separation in lieu of vertical separation.
2.2.1.2 After release to approach control, aircraft are vectored to the appropriate final approach course (ILS, MLS, VOR, ADF, etc.). Radar vectors and altitude or flight levels will be issued as required for spacing and separating aircraft. Therefore, pilots must not deviate from the headings issued by approach control. Aircraft will normally be informed when it is necessary to vector across the final approach course for spacing or other reasons. If approach course crossing is imminent and the pilot has not been informed that the aircraft will be vectored across the final approach course, the pilot should query the controller.
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