Cessna 172S Steam Holding Procedures — Instrument Rating Oral Questions

DPE oral questions · holding procedures

9 questions a DPE may ask in this section

1. Question 1 · IR.IV.B.K1

   Describe the three holding pattern entry procedures and how you determine which to use.

   What a DPE expects to hear

   • Standard holding pattern: right-hand turns; inbound course to the fix; 1-minute legs (1.5 minutes above 14,000 feet)
   • Parallel entry: aircraft heading within 70° of the holding course on the non-holding side; fly parallel to the inbound course outbound, turn toward holding side, intercept inbound course
   • Teardrop entry: aircraft heading within 30° of the outbound course on the holding side; fly outbound at 30° offset from holding course toward non-holding side, then turn to intercept inbound
   • Direct entry: aircraft heading in remaining 180° sector; fly directly to fix and turn to follow the holding pattern outbound
   • Determine by drawing the three zones on a compass relative to the inbound course to the fix

   Common wrong answers

   • Confusing which sector is parallel vs. teardrop vs. direct
   • Not accounting for wind correction in the entry
   • Forgetting the 1.5-minute leg rule above 14,000 feet

   SourceAIM 5-3-8; PilotsCafe IFR Quick-Review p.17

2. Question 2 · IR.IV.B.K1

   ATC says 'hold as published' on the ZEEKO intersection. When you pull up the approach plate, there's no published hold shown. What do you do?

   What a DPE expects to hear

   • If no hold is published at the fix, the default holding pattern is: right-hand turns; inbound on the approach course; 1-minute leg lengths (1.5 minutes above 14,000 feet)
   • You should CLARIFY with ATC if there is any doubt — do not guess in IFR conditions
   • Standard holds use right-hand turns unless left turns are specifically published
   • Always say back to ATC: 'Confirm hold at ZEEKO, expect right turns, inbound on [course], 1-minute legs'

   Common wrong answers

   • Assuming a specific entry or turn direction without verifying
   • Not asking ATC for clarification when 'published hold' cannot be found
   • Flying a left-turn hold when no non-standard direction is published

   SourceAIM 5-3-8; PilotsCafe IFR Quick-Review p.17

3. Question 3 · IR.IV.B.K1

   You are in a holding pattern waiting for the weather to improve. You were told to 'expect approach at 1430Z' but it is now 1445Z and you haven't heard from ATC. Your fuel is good for 30 more minutes. What are your actions?

   What a DPE expects to hear

   • Try to contact ATC immediately — the EFC (Expect Further Clearance) time has passed
   • Try all available frequencies, 121.5, and adjacent sector frequencies
   • If truly unable to contact ATC: the EFC time has passed, so you are authorized under §91.185 to proceed in accordance with your last clearance
   • Fuel state: 30 minutes is critical — this is a potential emergency if you cannot reach your destination or alternate
   • Declare minimum fuel if appropriate, or emergency if fuel is critically low
   • Squawk 7600 if lost comm; squawk 7700 if emergency

   Common wrong answers

   • Continuing to hold indefinitely when EFC time has passed
   • Not knowing that passed EFC time authorizes you to proceed
   • Not considering fuel state as an independent emergency factor

   Source14 CFR §91.185; AIM 6-4-1; PilotsCafe IFR Quick-Review p.18

4. Question 4 · IR.IV.A.K1

   ATC gives you: 'N12345, hold north of the GRINN intersection on the 360 radial of FLO VOR, right turns, EFC 1545.' You are approaching GRINN from the south. What holding entry do you use?

   What a DPE expects to hear

   • Determine your position relative to the holding pattern: approaching from the south, holding north, right turns
   • The inbound course to the fix is 360° (direct to the VOR from the south); outbound is 180°
   • Determine entry: arriving from the south (heading roughly 360° to reach GRINN) — you are entering from the direct entry zone
   • Direct entry: cross the fix, turn right to the outbound heading (180°), fly outbound 1 minute, right turn to inbound
   • Verify: The holding pattern is north of GRINN with right turns; the three entry zones are based on your arrival heading relative to the inbound course ±70°/110°
   • Parallel entry: if arriving within 70° of the outbound course (180° ± 70° = 110°-250°)
   • Teardrop entry: if arriving between 70° and 110° on the non-holding side
   • Direct entry: all other cases (including arriving from the south on heading 360°)

   Common wrong answers

   • Confusing the three entry types — especially parallel vs teardrop
   • Not knowing that entry zone calculation is based on ARRIVAL heading vs the inbound course
   • Forgetting that right turns mean the holding pattern is to the right of the inbound course

   SourceAIM 5-3-8; PilotsCafe IFR Quick-Review p.17

5. Question 5 · IR.IV.A.K2

   What are the standard holding airspeeds by altitude, and where are they published?

   What a DPE expects to hear

   • Below 6,001 feet MSL: 200 KIAS maximum
   • 6,001 to 14,000 feet MSL: 230 KIAS maximum
   • Above 14,000 feet MSL: 265 KIAS maximum
   • Published in AIM 5-3-8 and on approach plates if non-standard
   • Non-standard holding speeds are printed on the chart in the holding pattern depiction
   • FAA Order 7110.65 may publish different speeds for military or specific procedures

   Common wrong answers

   • Thinking 200 kt applies at all altitudes
   • Not knowing where non-standard speeds are published
   • Forgetting the 6,001/14,000 breakpoints (not 6,000/14,001)

   SourceAIM 5-3-8; PilotsCafe IFR Quick-Review p.17

6. Question 6 · IR.IV.A.R1

   You are cleared into a published holding pattern with an EFC time of 1800Z. It is now 1755Z. You have minimum fuel and the weather at your destination is below minimums. What do you do?

   What a DPE expects to hear

   • Declare a fuel emergency or fuel advisory to ATC — PAN-PAN (urgent) or MAYDAY (distress) as appropriate
   • Request priority handling and immediate approach clearance
   • Do NOT wait silently until EFC — communicate immediately
   • §91.3(b): PIC has authority to deviate from regulations in an emergency
   • ATC can prioritize your landing; other aircraft will be sequenced around you
   • Consider: if weather is below minimums at all nearby airports — request ASR/PAR approach, or divert

   Common wrong answers

   • Waiting silently until the EFC time without declaring fuel emergency
   • Not knowing what information ATC needs on a distress call
   • Not knowing §91.3 gives PIC authority to deviate in emergencies

   Source14 CFR §91.3; AIM 6-3-1; AIM 6-3-2

7. Question 7 · IR.IV.A.K1

   You are told to hold at the BOLES fix, expect further clearance at 1430Z. Your ETE to BOLES is 12 minutes and it is now 1410Z. What do you do if you have not received further clearance by 1425Z?

   What a DPE expects to hear

   • EFC (Expect Further Clearance) = 1430Z — ATC expects to clear you at that time
   • If you do not receive further clearance by the EFC time: do NOT depart hold without clearance — wait
   • ATC may be delayed; the EFC is an estimate, not a hard release time
   • However: if you reach MINIMUM FUEL and the EFC has not arrived — DECLARE FUEL EMERGENCY
   • Key: the EFC governs departure from the hold; you do not self-release at EFC
   • If communications fail during the hold: the EFC becomes your planned departure time under §91.185
   • Squawking 7600 if comms fail and departing the hold at EFC is the lost-comm procedure

   Common wrong answers

   • Departing the hold when the EFC time arrives without clearance (EFC is an estimate, not a clearance)
   • Not knowing that under lost comms, EFC becomes a planned release
   • Not knowing to declare fuel emergency if fuel becomes critical while holding

   SourceAIM 5-3-8; 14 CFR §91.185

8. Question 8 · IR.IV.A.K2

   How long is the outbound leg in a standard holding pattern, and how do you adjust for wind?

   What a DPE expects to hear

   • Standard outbound leg: 1 minute at or below 14,000 feet MSL; 1.5 minutes above 14,000 feet
   • If you are timing the inbound leg and it is NOT 1 minute: adjust the outbound leg to compensate
   • If inbound leg is too SHORT (less than 1 minute): fly the next outbound leg LONGER
   • If inbound leg is too LONG (more than 1 minute): fly the next outbound leg SHORTER
   • Wind correction angle on outbound: TRIPLE the inbound wind correction angle
   • Example: if on inbound you need 10° left for wind, fly 30° into the wind on the outbound to pre-compensate
   • DME-defined holds: outbound is defined by DME distance, not time — no timing adjustment needed

   Common wrong answers

   • Thinking outbound is always 1 minute regardless of altitude
   • Not adjusting for inbound leg timing
   • Not knowing the triple correction angle technique for outbound wind compensation

   SourceAIM 5-3-8; PilotsCafe IFR Quick-Review p.17

9. Question 9 · IR.IV.A.K1

   ATC clears you: 'N12345, fly heading 090, vectors to KORD ILS Runway 10L, expect the hold on the OHARE VORTAC 350 radial, right turns.' You are being vectored and have not reached the hold yet. Under lost comms, what do you do?

   What a DPE expects to hear

   • Vectored route under AVEF: fly the vector (heading 090) direct to the OHARE VORTAC — this is the 'vectored' leg
   • At OHARE VORTAC: hold as instructed — 350 radial, right turns
   • The 'expect the hold' instruction defines the Expected route/fix under §91.185
   • Altitude: fly the MEA or assigned altitude, whichever is higher
   • At hold: fly until EFC time (if given) or until ETA at destination — then depart for the approach
   • If no EFC was given: must use judgement — after a reasonable time, depart hold for approach at ETA
   • Key: radar vectors + expected hold = you have both V and E of AVEF defined

   How a DPE follows up

   • If you saySays continue on filed route

     DPE follow-upATC gave you a specific vector heading and an expected hold — which AVEF letters apply here?

     What it testsV (vectored heading) and E (expected hold) override F (filed route) in the AVEF priority

   • If you sayCorrectly identifies fly heading to VORTAC then hold

     DPE follow-upNo EFC was given. How long do you hold?

     What it testsWithout EFC, pilot must estimate ETA and depart for approach at that time

   Source14 CFR §91.185; AIM 6-4-1; PilotsCafe IFR Quick-Review p.18