4/20/23 

AIM 

reduced bank angles for all turns including turns in holding, especially at higher altitudes, that may result in 

exceeding holding protected airspace. Use of a shallower bank angle will expand both the width and length of 

the aircraft track, especially as wind speed increases. If the flight guidance system’s bank angle limit feature is 

pilot

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selectable, a minimum 25 degree bank angle should be selected regardless of altitude unless aircraft 

operating limitations specify otherwise and the pilot advises ATC. 

(4) 

Where a holding distance is published, the turn from the outbound leg begins at the published 

distance from the holding fix, thus establishing the design turn point required to remain within protected airspace. 

RNAV systems apply a database coded or pilot

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entered leg distance as a maximum length of the 

inbound

 leg 

to the holding fix. The RNAV system then calculates a turn point from the outbound leg required to achieve this 

inbound leg length. This often results in an RNAV

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calculated turn point on the outbound leg beyond the design 

turn point. (See FIG 5

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8). With a strong headwind against the outbound leg, RNAV systems may fly up to and 

possibly beyond the limits of protected airspace before turning inbound. (See FIG 5

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9.) This is especially true 

at higher altitudes where wind speeds are greater and ground speed results in a wider holding pattern. 

FIG 5

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8 

RNAV Lateral Guidance and Holding – No Wind 

FIG 5

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3

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9 

RNAV Lateral Guidance and Holding – Effect of Wind 

(5) 

Some RNAV systems compute the holding pattern based on the aircraft’s altitude and speed at a 

point prior to entering the hold. If the indicated airspeed is not reduced to comply with the maximum holding 

speed before this point, the computed pattern may exceed the protected airspace. Loading or executing a holding 

pattern may result in the speed and time limits applicable to the aircraft’s current altitude being used to define 

the holding pattern for RNAV lateral guidance. This may result in an incorrect hold being flown by the RNAV 

En Route Procedures 

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