Maximum Holding Airspeed:  KIAS 5 6 2  Maximum Holding Airspeed:  KIAS 0 3 2  Maximum Holding Airspeed:  KIAS 0 0 2  14,001'  MSL  14,000'  MSL  6,000'  MSL  Minimum  Holding  Altitude  (MHA)  6,001'  MSL  Figure 2-73. Maximum holding speeds for different altitudes.  tolerance, effect of wind, flight procedures, application of  ATC, outbound leg length, maximum holding airspeeds,  fix to NAVAID distance, DME slant range effect, holding  airspace size, and altitude holding levels.  When controllers anticipate a delay at a clearance limit or  fix, pilots are usually issued a holding clearance at least  five minutes before the ETA at the clearance limit or fix. If  the holding pattern assigned by ATC is depicted on the  appropriate aeronautical chart, pilots are expected to  hold as charted. In the following example, the controller  issues a holding clearance that includes the name of the  fix, directs the pilot to hold as charted, and includes an  expect further clearance (EFC) time. “Marathon five sixty  four, hold east of MIKEY Intersection as published, expect  further clearance at 1521.”  When ATC issues a clearance requiring you to hold at a fix  where a holding pattern is not charted, pilots are issued  complete holding instructions. The holding instructions  include the direction from the fix, name of the fix, course,  leg length, if appropriate, direction of turns (if left turns  are required), and the EFC time. Pilots are required to  maintain the last assigned altitude unless a new altitude is  specifically included in the holding clearance and should  fly right turns unless left turns are assigned. Note that all  holding instructions should include an EFC time. In the  event that two-way radio communication is lost, the EFC  allows the pilot to depart the holding fix at a definite time.  Pilots should plan the last lap of the holding pattern to  leave the fix as close as possible to the exact time. [Figure  2-71]  17,000 feet at the VOR. When the altitude alerter sounded,  the pilot advised Center that we were leaving FL 310. ATC  acknowledged with a “Roger.” At FL 270, Center questioned  the pilot about the aircrafts descent. The pilot told the  controller that the reason for the descent was to cross the  VOR at 17,000 feet. ATC advised the pilot that he did not  have clearance to descend. What the pilot thought was a  clearance was in fact an “expect”clearance. Whenever pilots  are in doubt about a clearance it is imperative they request  clarity from ATC. Also, the term “Roger” only means that ATC  received the transmission, not that they understood the  transmission. “Expect” altitudes are published for planning  purposes and are not considered crossing restrictions until  verbally issued by ATC.  The criteria for holding pattern airspace is developed  both to provide separation of aircraft, as well as obstacle  clearance. The alignment of holding patterns typically  coincides with the flight course you fly after leaving the  holding fix. For level holding, a minimum of 1,000 feet  obstacle clearance is provided throughout the primary  area. In the secondary area, 500 feet of obstacle clearance  is provided at the inner edge, tapering to zero feet at the  outer edge. Allowance for precipitous terrain is considered,  and the altitudes selected for obstacle clearance may be  rounded to the nearest 100 feet. When criteria for a climb  in hold are applied, no obstacle penetrates the holding  surface. [Figure 2-70]  When approaching the clearance limit and you have  not received holding instructions from ATC, pilots are  expected to follow certain procedures. First, call ATC  and request further clearance before reaching the fix. If  further clearance cannot be obtained, pilots are expected  to hold at the fix in compliance with the charted holding  pattern. If a holding pattern is not charted at the fix, pilots  are expected to hold on the inbound course using right  turns. This procedure ensures that ATC provides adequate  separation. [Figure 2-72] For example, the aircraft is heading  eastbound on V214 and the Cherrelyn VORTAC is the  clearance limit and the pilot has not been able to obtain  further clearance and has not received holding instructions,  plan to hold southwest on the 221° radial using left-hand  turns, as depicted. If this holding pattern is not charted,  hold west of the VOR on V214 using right-hand turns.  There are many factors that affect aircraft during holding  maneuvers, including navigational aid ground and airborne  Where required for aircraft separation, ATC may request  that the pilot hold at any designated reporting point in a  2-51  En Route Holding Procedures  ATC Holding Instructions 