report at atc circle

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Booked special Darshanam tickets Rs.300. Said to...

• Asia    
• India    
• Andhra Pradesh    
• Chittoor District    
• Tirupati    
• Places to visit in Tirupati    
• Tirumala Temple

Tirumala Temple Questions & Answers

Booked special Darshanam tickets Rs.300. Said to report at ATC circle. Is this place for our accommodation. Please help..

We are haved special darshan report at ATC circle mean

Nope..this is the place where you show your reservation and get into the line for special darsanam. Accommodations are not included as part of the darsanam. You need to book accommodation separately

We have special darshan ticket to report at atc circle,can the devotee who cannot walk much will be allowed from Mahadwarm for darshan with a follower.

At atc circle available for wheel chair

Is there a mobiles deposit counters available near ATC circle ?

I'm not arobot

How many hours required for Darshan, taking 300rs ticket.

Can anyone help in this regard.

ATC Circle is not an accommodation house; it's where you line up to enter showing the ticket. Arriving on the hill (Tirumala), you walk to the ATC Circle. Usually visitors book accommodation in Tirupati from where you take your transport (rented car or bus) to go to Tirumala. Count one and half hour for that.

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Section 8. Approach Clearance Procedures

• APPROACH CLEARANCE
• Clear aircraft for “standard” or “special” instrument approach procedures only.
• To require an aircraft to execute a particular instrument approach procedure, specify in the approach clearance the name of the approach as published on the approach chart. Where more than one procedure is published on a single chart and a specific procedure is to be flown, amend the approach clearance to specify execution of the specific approach to be flown. If only one instrument approach of a particular type is published, the approach needs not be identified by the runway reference.
• An aircraft conducting an ILS or LDA approach must be advised at the time an approach clearance is issued when the glideslope is reported out of service, unless the title of the published approach procedure allows (for example, ILS or LOC Rwy 05).
• Standard instrument approach procedures ( SIAP ) must begin at an initial approach fix ( IAF ) or an intermediate fix ( IF ) if there is not an IAF .
• Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in accordance with paragraph 5-9-1 , Vectors to Final Approach Course, and paragraph 5-9-2 , Final Approach Course Interception.
• Where adequate radar coverage exists, radar facilities may clear an aircraft to any fix 3 NM or more prior to the FAF , along the final approach course, at an intercept angle not greater than 30 degrees.
• Controllers must not disapprove a pilot request to cold temperature compensate in conjunction with the issuance of an approach clearance.

PHRASEOLOGY-

CLEARED (type) APPROACH. CLEARED APPROACH. (To authorize a pilot to execute his/her choice of instrument approach), CLEARED (specific procedure to be flown) APPROACH. (Where more than one procedure is published on a single chart and a specific procedure is to be flown), CLEARED ( ILS / LDA ) APPROACH, GLIDESLOPE UNUSABLE. (To authorize a pilot to execute an ILS or an LDA approach when the glideslope is out of service) CLEARED LOCALIZER APPROACH (When the title of the approach procedure contains “or LOC”) CANCEL APPROACH CLEARANCE (additional instructions as necessary) (When it is necessary to cancel a previously issued approach clearance)

“Cleared Approach.” “Cleared (V-O-R/I-L-S/Localizer) Approach.” “Cleared L-D-A Runway Three-Six Approach.” “Cleared Localizer Back Course Runway One-Three Approach.” “Cleared ( GPS / RNAV Z) Runway Two-Two Approach.” “Cleared BRANCH ONE Arrival and ( ILS / RNAV ) Runway One-Three Approach.” “Cleared I-L-S Runway Three-Six Approach, glideslope unusable.” “Cleared S-D-F Approach.” “Cleared G-L-S Approach.”

• Clearances authorizing instrument approaches are issued on the basis that, if visual contact with the ground is made before the approach is completed, the entire approach procedure will be followed unless the pilot receives approval for a contact approach, is cleared for a visual approach, or cancels their IFR flight plan.
• Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” or “Procedure not authorized at night” or Snowflake icon with associated temperature.
• In some cases, the name of the approach, as published, is used to identify the approach, even though a component of the approach aid, other than the localizer on an ILS is inoperative.
• Where more than one procedure to the same runway is published on a single chart, each must adhere to all final approach guidance contained on that chart, even though each procedure will be treated as a separate entity when authorized by ATC.
• The use of alphabetical identifiers in the approach name with a letter from the end of the alphabet; for example, X, Y, Z, such as “HI TACAN Z Rwy 6L or RNAV ( GPS ) Y Rwy 04”, denotes multiple straight-in approaches to the same runway that use the same approach aid.
• Alphabetical suffixes with a letter from the beginning of the alphabet; for example, A, B, C, denote a procedure that does not meet the criteria for straight-in landing minimums authorization.
• 14 CFR Section 91.175(j) requires a pilot to receive a clearance to conduct a procedure turn when vectored to a final approach course or fix, conducting a timed approach, or when the procedure specifies “NO PT . ”
• An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; that is, “proceed direct to....” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated\ with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; that is, the aircraft would not be expected to overfly and return to the IAF or feeder route.
• Approach name items contained within parenthesis; for example, RNAV ( GPS ) Rwy 04, are not included in approach clearance phraseology.
• Pilots are required to advise ATC when intending to apply cold temperature compensation to instrument approach segments. Pilots must advise ATC of the amount of compensation required for each affected segment on initial contact or as soon as possible. Pilots are not required to advise ATC when correcting on the final segment only. Controllers may delay the issuance of an approach clearance to comply with approved separation requirements when informed that a pilot will apply cold temperature compensation (CTC). Pilots will not apply altitude compensation, unless authorized, when assigned an altitude prior to an approach clearance. Consideration should be given to vectoring aircraft at or above the requested compensating altitude if possible. This eliminates pilots having to climb once on the approach.

FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS). P/CG Term - COLD TEMPERATURE COMPENSATION. AIM, Para 5-1-17, Cold Temperature Operations. AIM, Para 5-5-4, Instrument Approach.

• There are some systems, for example, Enhanced Flight Vision System (EFVS), which allow pilots to conduct Instrument Approach Procedures ( IAP ) when the reported weather is below minimums prescribed on the IAP to be flown.

14 CFR § 91.175(l). P/CG Term - EFVS.

• For aircraft operating on unpublished routes, issue the approach clearance only after the aircraft is:
• Established on a segment of a published route or instrument approach procedure, or (See FIG 4-8-1 )

The aircraft is established on a segment of a published route at 5,000 feet. “Cleared V‐O‐R Runway Three Four Approach.”

Approach Clearance Example

• Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure. (See FIG 4 - 8 - 2.)

Aircraft 1 is cleared direct LEFTT. The MVA in the area is 3,000 feet, and the aircraft is at 4,000 feet. “Cross LEFTT at or above three thousand five hundred, cleared RNAV Runway One Eight Approach.” The MVA in the area is 3,000 feet and Aircraft 2 is at 3,000 feet. “Cleared direct LEFTT direct CENTR, maintain three thousand until CENTR, cleared straight-in RNAV Runway One Eight Approach.”

• The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or instrument approach procedure.
• If the altitude assignment is VFR‐on‐top, it is conceivable that the pilot may elect to remain high until arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing.
• An aircraft is not established on an approach until at or above an altitude published on that segment of the approach.

FAA Order 8260.3 United States Standard for Terminal Instrument Procedures (TERPS), Para 11-3.

• Except for visual approaches, do not clear an aircraft direct to the FAF unless it is also an IAF , wherein the aircraft is expected to execute the depicted procedure turn or hold-in-lieu of procedure turn.
• Intercept angles greater than 90 degrees may be used when a procedure turn, a hold-in-lieu of procedure turn pattern, or arrival holding is depicted and the pilot will execute the procedure.
• If a procedure turn, hold-in-lieu of procedure turn, or arrival holding pattern is depicted and the angle of intercept is 90 degrees or less, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a procedure turn or hold-in-lieu of procedure turn. (See FIG 4-8-3 )

CLEARED STRAIGHT-IN (type) APPROACH

• Restate “cleared straight-in” in the approach clearance even if the pilot was advised earlier to expect a straight-in approach.
• Some approach charts have an arrival holding pattern depicted at the IAF using a “thin line” holding symbol. It is charted where holding is frequently required prior to starting the approach procedure so that detailed holding instructions are not required. The arrival holding pattern is not authorized unless assigned by ATC.

“Cleared direct SECND, maintain at or above three thousand until SECND, cleared straight-in ILS Runway One-Eight approach.”

AIM, Para 5-4-5, Instrument Approach Procedure Charts. AIM, Para 5-4-9, Procedure Turn and Hold-in-lieu of Procedure Turn.

Approach Clearance Example For Aircraft On a Conventional Approach

Aircraft 1 can be cleared direct to XYZ VORTAC, or SECND because the intercept angle is 90 degrees or less. Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is greater than 90 degrees. Aircraft 2 can be cleared to SECND if allowed to execute the hold-in-lieu of procedure turn pattern.

• Except when applying radar procedures, timed or visual approaches, clear an aircraft for an approach to an airport when the preceding aircraft has landed or canceled IFR flight plan.
• Where instrument approaches require radar monitoring and radar services are not available, do not use the phraseology “cleared approach,” which allows the pilot his/her choice of instrument approaches.
• For RNAV -equipped aircraft operating on unpublished routes, issue approach clearance for conventional or RNAV SIAP including approaches with RF legs only after the aircraft is: (See FIG 4-8-4 ).
• Established on a heading or course direct to the IAF at an intercept angle not greater than 90 degrees and is assigned an altitude in accordance with b2. Radar monitoring is required to the IAF for RNAV (RNP) approaches when no hold-in-lieu of procedure turn is executed.

Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR, section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of procedure turn pattern is depicted at an IAF and a TAA is not defined, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a hold-in-lieu procedure turn. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared straight-in RNAV Runway One-Eight Approach.”

• Established on a heading or course direct to the IF at an angle not greater than 90 degrees, provided the following conditions are met:
• Assign an altitude in accordance with b2 that will permit a normal descent to the FAF .

Controllers should expect aircraft to descend at approximately 150-300 feet per nautical mile when applying guidance in subparagraph h2(a).

• Radar monitoring is provided to the IF .
• The SIAP must identify the intermediate fix with the letters “ IF .”
• For procedures where an IAF is published, the pilot is advised to expect clearance to the IF at least 5 miles from the fix.

“Expect direct CENTR for RNAV Runway One-Eight Approach.”

• Established on a heading or course direct to a fix between the IF and FAF , at an intercept angle not greater than 30 degrees, and assigned an altitude in accordance with b2.

Aircraft 1 is more than 5 miles from SHANN. The minimum altitude for IF R operations (14 CFR Section 91.177) along the flight path to SHANN is 3,000 feet. SHANN is a step down fix between the IF / IAF (CENTR) and the FAF . To clear Aircraft 1 to SHANN, ATC must ensure the intercept angle for the intermediate segment at SHANN is not greater than 30 degrees and must be cleared to an altitude that will allow a normal descent to the FAF . “Cleared direct SHANN, cross SHANN at or above three thousand, cleared RNAV Runway One-Eight Approach.”

FAA Order JO 7110.65, Para 5-6-2 , Methods. FAA Order JO 7110.65, Chapter 5 , Section 9 , Radar Arrivals.

Approach Clearance Example For RNAV Aircraft

Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute the hold-in-lieu of procedure turn. The intercept angle at that IF / IAF is greater than 90 degrees. The minimum altitude for IF R operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared RNAV Runway One-Eight approach.” The pilot is expected to proceed direct CENTR and execute the hold-in-lieu of procedure turn. Aircraft 2 can be cleared direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. “Cleared direct LEFTT, maintain at or above three thousand until LEFTT, cleared RNAV Runway One-Eight Approach.” The pilot does not have to be cleared for a straight-in approach since no hold-in-lieu of procedure turn pattern is depicted at LEFTT.

FAA Order JO 7110.65, Chapter 5 , Section 9 , Radar Arrivals.

• Clear RNAV -equipped aircraft conducting RNAV instrument approach procedures that contain radius to fix (RF) legs:
• Via published transitions, or
• In accordance with subparagraph h .
• Do not clear aircraft direct to any waypoint beginning or within an RF leg.
• Do not assign fix/waypoint crossing speeds in excess of charted speed restrictions.
• RNAV approaches (containing RF legs) that commence at 10,000 feet or above require special procedures that will be site specific and specified in a facility directive.
• An RF leg is defined as a curved segment indicating a constant radius circular path about a defined turn center that begins at a waypoint. RF legs may have maximum airspeeds charted for procedural containment that must be followed.
• If an aircraft is vectored off the procedure, expect the aircraft to request a return to an IAF .

Radius to Fix (RF) and Track to Fix (TF)

• The segment between THIRD and FORTH in FIG 4-8-5 is an RF leg.
• The straight segments between waypoints in FIG 4-8-5 are TF legs.
• Where a terminal arrival area (TAA) has been established to support RNAV approaches, use the procedures under subparagraph b above. (See FIG 4-8-6 .)
• Aircraft that are within the lateral boundary of a TAA, and at or above the TAA minimum altitude, are established on the approach and may be issued an approach clearance without an altitude restriction.
• The TAA minimum altitude may be higher than the MVA / MIA . If an aircraft is below the TAA minimum altitude, it must either be assigned an altitude to maintain until established on a segment of a published route or instrument approach procedure, or climbed to the TAA altitude.

Aircraft 1: The aircraft is at or above the minimum TAA altitude and within the lateral boundary of the TAA. “Cleared R-NAV Runway One Eight Approach." Aircraft 2: The MVA is 3000 feet and the aircraft is level at 4000 feet. The TAA minimum altitude is 4200 feet. The aircraft must be assigned an altitude to maintain until established on a segment of the approach. “Cross RIGHT at or above three thousand, cleared R-NAV Runway One Eight Approach." Aircraft 3: The aircraft is inbound to the CHARR IAF on an unpublished direct route at 7,000 feet. The minimum IFR altitude for IFR operations (14 CFR Section 91.177) along this flight path to the IAF is 5,000 feet. “Cleared direct CHARR, maintain at or above five thousand until entering the TAA, cleared RNAV Runway One-Eight Approach."

Basic “T" and TAA Design

• When GPS TESTING NOTAMs are published and testing is actually occurring, inform pilots requesting or cleared for a RNAV approach that GPS may not be available and request intentions. Do not resume RNAV approach operations until certain that GPS interference is no longer a factor or such GPS testing exercise has ceased.

INTERPRETATION-

7110.65, 4-8-1, Approach Clearance (ZAB) (7-17-2015) 7110.65, 4-8-1, Approach Clearance (ZKC) (7-17-2015)

• During times when pilots report GPS anomalies, request the pilot's intentions and/or clear that aircraft for an alternative approach, if available and operational. Announce to other aircraft requesting an RNAV approach that GPS is reported unavailable and request intentions.

FAA Order JO 7110.65, Para 2-1-10 , NAVAID Malfunctions. FAA Order JO 7110.65, Para 4-7-12 , Airport Conditions.

• When clearing an aircraft for an RNAV approach, and a GPS NOTAM is published (a WAAS NOTAM is not issued), both GPS and WAAS may become unavailable. Therefore, when a GPS anomaly is reported, request the pilot's intentions.

WAAS UNAVAILABLE NOTAMs are published to indicate a failure of a WAAS system component. Airborne GPS / WAAS equipment may revert to GPS ‐only operation which satisfies the requirements for basic RNAV ( GPS ) approaches to the airport of intended landing or filed alternate airport, if airborne equipment is approved for such operations.

• CLEARANCE LIMIT

Issue approach or other clearances, as required, specifying the destination airport as the clearance limit if airport traffic control service is not provided even though this is a repetition of the initial clearance.

CLEARED TO (destination) AIRPORT

• RELAYED APPROACH CLEARANCE

Include the weather report, when it is required and available, when an approach clearance is relayed through a communication station other than an air carrier company radio. You may do this by telling the station to issue current weather.

• ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES

Altitudes above those shown on the high altitude instrument approach procedures chart may be specified when required for separation.

To preclude the possibility of aircraft exceeding rate‐of‐descent or airspeed limitations, the maximum altitudes which may be assigned for any portion of the high altitude instrument approach procedure will be determined through coordination between the ATC facility concerned and the military authority which originated the high altitude instrument approach procedure.

FAA Order JO 7110.65, Para 4-7-5 , Military Turbojet En Route Descent.

• SPECIFYING ALTITUDE

Specify in the approach clearance the altitude shown in the approach procedures when adherence to that altitude is required for separation. When vertical separation will be provided from other aircraft by pilot adherence to the prescribed maximum, minimum, or mandatory altitudes, the controller may omit specifying the altitude in the approach clearance.

Use FAA or NGA instrument approach procedures charts appropriate for the aircraft executing the approach.

• CIRCLING APPROACH
• Circling approach instructions may only be given for aircraft landing at airports with operational control towers.
• Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate.

CIRCLE TO RUNWAY (number), or CIRCLE (direction using eight cardinal compass points) OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number).

Where standard instrument approach procedures ( SIAP s) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary for the different approach categories of aircraft. In some cases a SIAP may otherwise restrict circling approach maneuvers.

• Do not issue clearances, such as “extend downwind leg,” which might cause an aircraft to exceed the circling approach area distance from the runways within which required circling approach obstacle clearance is assured.
• SIDE-STEP MANEUVER

Side‐step Maneuver. When authorized by an instrument approach procedure, you may clear an aircraft for an approach to one runway and inform the aircraft that landing will be made on a parallel runway.

“Cleared I-L-S Runway seven left approach. Side‐step to runway seven right.”

Side‐step maneuvers require higher weather minima/ MDA . These higher minima/ MDA are published on the instrument approach charts.

FAA Order JO 7110.65, Para 3-3-2 , Closed/Unsafe Runway Information. P/CG Term - SIDE-STEP MANEUVER.

• COMMUNICATIONS RELEASE

If an IFR aircraft intends to land at an airport not served by a tower or FSS , approve a change to the advisory service frequency when you no longer require direct communications.

CHANGE TO ADVISORY FREQUENCY APPROVED.

An expeditious frequency change permits the aircraft to receive timely local airport traffic information in accordance with AC 90-66, Non‐Towered Airport Flight Operations.

7110.65, 4-8-8, Communication Release and Applicability to Special VFR Aircraft (9-24-2014)

• MISSED APPROACH

Except in the case of a VFR aircraft practicing an instrument approach, an approach clearance automatically authorizes the aircraft to execute the missed approach procedure depicted for the instrument approach being flown. An alternate missed approach procedure as published on the appropriate FAA Form 8260 or appropriate military form may be assigned when necessary. After an aircraft commences a missed approach, it may be vectored at or above the MVA / MIA , or follow the provisions of paragraph 5-6-3 , Vectors Below Minimum Altitude.

• Alternate missed approach procedures are published on the appropriate FAA Form 8260 or appropriate military form and require a detailed clearance when they are issued to the pilot.
• In the event of a missed approach involving a turn, unless otherwise cleared, the pilot will proceed to the missed approach point before starting that turn.
• Pilots must advise ATC when intending to apply cold temperature compensation and of the amount of compensation required. Pilots will not apply altitude compensation, unless authorized, when assigned an altitude if provided an initial heading to fly or radar vectors in lieu of published missed approach procedures. Consideration should be given to vectoring aircraft at or above the requested compensating altitude if possible.

FAA Order JO 7110.65, Para 4-8-11 , Practice Approaches. FAA Order JO 7110.65, Para 5-6-3 , Vectors Below Minimum Altitude. FAA Order JO 7110.65, Para 5-8-3 , Successive or Simultaneous Departures. FAA Order 8260.19, Flight Procedures and Airspace, Para 8-6-6 FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS), Para 2-8-1 and Chapter 16. AIM, Para 5-5-5, Missed Approach.

• APPROACH INFORMATION

Specify the following in the approach clearance when the pilot says he/she is unfamiliar with the procedure:

• Initial approach altitude.
• Direction and distance from the holding fix within which procedure turn is to be completed.
• Altitude at which the procedure turn is to be made.
• Final approach course and altitude.
• Missed approach procedures if considered necessary.

INITIAL APPROACH AT (altitude), PROCEDURE TURN AT (altitude), (number) MINUTES/MILES (direction), FINAL APPROACH ON (name of NAVAID) (specified) COURSE/ RADIAL /AZIMUTH AT (altitude).

• Applicable notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” “Procedure not authorized at night,” or a Snowflake icon indicating mandatory cold temperature compensation.

AIM, Para 5-1-17, Cold Temperature Operations. AIM, Para 5-5-4, Instrument Approach. AIM, Para 5-5-5, Missed Approach.

• PRACTICE APPROACHES

Except for military aircraft operating at military airfields, ensure that neither VFR nor IFR practice approaches disrupt the flow of other arriving and departing IFR or VFR aircraft. Authorize, withdraw authorization, or refuse to authorize practice approaches as traffic conditions require. Normally, approaches in progress should not be terminated.

The priority afforded other aircraft over practice instrument approaches is not intended to be so rigidly applied that it causes grossly inefficient application of services.

• Separation.
• IFR aircraft practicing instrument approaches must be afforded approved separation in accordance with Chapter 3 , Chapter 4 , Chapter 5 , Chapter 6 , and Chapter 7 minima until:
• The aircraft lands, and the flight is terminated, or
• The pilot cancels the flight plan.
• Where procedures require application of IFR separation to VFR aircraft practicing instrument approaches, IFR separation in accordance with Chapter 3 , Chapter 4 , Chapter 5 , Chapter 6 , and Chapter 7 must be provided. Controller responsibility for separation begins at the point where the approach clearance becomes effective. Except for super or heavy aircraft, 500 feet vertical separation may be applied between VFR aircraft and between a VFR and an IFR aircraft.

FAA Order JO 7210.3, Para 6-4-4, Practice Instrument Approaches. FAA Order JO 7210.3, Para 10-4-5, Practice Instrument Approaches.

• Where separation services are not provided to VFR aircraft practicing instrument approaches, the controller must;
• Instruct the pilot to maintain VFR.
• Advise the pilot that separation services are not provided.

“(Aircraft identification) MAINTAIN VFR, PRACTICE APPROACH APPROVED, NO SEPARATION SERVICES PROVIDED.”

• Provide traffic information or advise the pilot to contact the appropriate facility.
• If an altitude is assigned, including at or above/below altitudes, the altitude specified must meet MVA , minimum safe altitude, or minimum IFR altitude criteria.

FAA Order JO 7110.65, Para 7-7-5 , Altitude Assignments.

• All VFR aircraft must be instructed to maintain VFR on initial contact or as soon as possible thereafter.

This advisory is intended to remind the pilot that even though ATC is providing IFR‐type instructions, the pilot is responsible for compliance with the applicable parts of the CFR governing VFR flight.

• Missed Approaches.
• Unless alternate instructions have been issued, IFR aircraft are automatically authorized to execute the missed approach depicted for the instrument approach being flown.

FAA Order JO 7110.65, Para 4-8-9 , Missed Approach.

• VFR aircraft are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. When a missed approach has been approved and the practice approach is conducted in accordance with paragraph 4-8-11 a2, separation must be provided throughout the procedure including the missed approach. If the practice approach is conducted in accordance with paragraph 4-8-11 a3, separation services are not required during the missed approach.

FAA Order JO 7110.65, Para 7-2-1 , Visual Separation.

• LOW APPROACH AND TOUCH‐AND‐GO

Consider an aircraft cleared for a touch‐and‐go, low approach, or practice approach as an arriving aircraft until that aircraft touches down or crosses the landing threshold; thereafter, consider the aircraft as a departing aircraft. Before the aircraft begins its final descent, issue the appropriate departure instructions the pilot is to follow upon completion of the approach (in accordance with paragraph 4-3-2 , Departure Clearances). Climb‐out instructions must include a specific heading or a route of flight and altitude, except when the aircraft will maintain VFR and contact the tower.

“After completing low approach, climb and maintain six thousand. Turn right, heading three six zero.” “Maintain VFR, contact tower.” (Issue other instructions as appropriate.)

Climb‐out instructions may be omitted after the first approach if instructions remain the same.

ICAO Phraseology

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Aircraft Holding Procedures

Introduction:.

• As the name suggests, holding is the act of delaying an aircraft from proceeding on course
• Holding becomes necessary when there is a need to keep air traffic within specified airspace that is reasonably protected
• Different types of holding patterns are established based on their purpose and phase of flight
• Holding consists of several holding orbits , which the pilot must maintain
• Air Traffic Control (ATC) issues holding clearances
• Holding can be accomplished at a Navigational Aid (NAVAID), a fix, or an intersection, dictating how pilots execute their holding procedures
• Practice holding procedures is critical as this can be a perishable skill
• While holding is an IFR task, under certain circumstances, VFR operations require holding

Aircraft Holding Purpose:

• Traffic congestion,
• Aircraft emergency,
• Equipment outage,
• Waiting for an Expect Further Clearance time,
• Pilots require time to make a decision,
• Poor weather, or
• Unavailability of the runway

Types of Holding Patterns:

Holding in Lieu of a procedure turn:

• Depicted as a solid bold line on an instrument approach [ Figure 2 ]
• In practice, holding in lieu is not really a holding pattern, but a method by which to turn around (course reversal)
• When used, you do not need to go outbound for the full distance but rather after 1 minute you should turn back in and execute the approach

Arrival Pattern:

• Arrival patterns are used to control the flow of traffic on an approach
• Depicted as a thin solid line on instrument charts
• Think of it as adding a delay to ensure the airport environment is clear
• The arrival holding pattern is not authorized unless assigned by ATC

Missed Approach:

• Visually depicts holding following the execution of a missed approach
• Depicted as a dashed line on instrument approach procedure
• This pattern is considered the "published missed"
• Many times ATC will assign alternate instructions to facilitate traffic flow, especially during practice approaches

Holding Pattern Airspace Protection:

• Holding areas must be designated as protected, i.e., free from obstacles

Holding Pattern Direction/Layout:

• Navy is left standard, because they're backwards
• Although non-standard, left turns may be assigned
• Holding patterns depicted in the instrument approach plate legend show both left and right turns and are in no way an indication of standards

Holding Pattern Altitude:

• Logically, obstacle protection increases with altitude
• More importantly, altitude impacts airspeeds due to the operation (aircraft operating at higher altitudes fly faster)
• Surface to 6000 feet MSL
• 6001 feet to 14,000 feet MSL
• and 14,001 feet MSL and higher
• These altitude blocks correspond to maximum airspeeds

Holding Pattern Airspeeds:

• Holding is generally performed at max endurance to conserve fuel
• ATC: " [Callsign] [holding instructions] , maximum holding speed is [Speed in Knots] "
• Charts depict speed restriction in parenthesis inside the holding pattern on the chart: e.g., (175)
• Pilots unable to comply with the maximum airspeed restriction should notify ATC

Below 6,000' MSL:

6001' msl to 14,000' msl:.

• Holding patterns from 6,001' to 14,000' may be further restricted to 210 KIAS

14,001' MSL and up:

• Note that holding speeds change at 14,001 (as does the holding time (1.0 to 1.5 minutes))

U.S. Air Force Airfields:

U.s. navy airfields:.

• All helicopter/power lift aircraft holding on a "COPTER" instrument procedure is predicated on a minimum airspeed of 90 KIAS unless charted otherwise
• Climb-in-holding permits a maximum airspeed of 310 KIAS unless a maximum holding airspeed is published, in which case that maximum airspeed is applicable
• Where the holding pattern is restricted to a maximum airspeed of 175 KIAS, the 200 KIAS holding pattern template has been applied for published climb-in hold procedures for altitudes 6,000 feet and below and the 230 KIAS holding pattern template has been applied for altitudes above 6,000 feet
• The airspeed limitations in 14 CFR Section 91.117, Aircraft Speed, still apply
• " [Callsign] , [Holding instructions, when needed] , maximum holding airspeed is [Speed in knots] "

Holding Pattern Timing:

• Some aircraft will have timers, but you can also bring a stand-alone Flight Timer / watch [Amazon] to mount to the aircraft or kneeboard

Inbound Leg Timing:

• At or below 14,000' MSL, legs are timed to equal 1 minute
• To remember this rule, remember that no one will make you hold at 14,001' but rather 14,000 or 15,000, most likely. The 1.5-minute leg comes to play at 15k 10% RULE: 15 = 1.5 minutes
• Timing inbound is measured from the point that the aircraft is wings level, inbound to the holding fix, to the time the aircraft crosses the holding fix

Outbound Leg Timing:

• Outbound time is adjusted to achieve the correct inbound timing
• Outbound leg timing begins over/abeam the fix, whichever occurs later
• Abeam is when the needle drops below the 90° benchmark in the HSI, not the TO/FROM flip
• The initial outbound leg should be flown for 1 minute or 1 1/2 minutes (appropriate to altitude)
• Pilots may use any navigational means available; i.e., DME, RNAV, etc., to ensure the appropriate inbound leg times
• Timing is generally associated with VOR holding, but some TACAN holds may require timing if no specified DME in the holding clearance
• If VOR holding is required and a DME is specified, ask for 1 minute holding because DME is unavailable
• Deviations from these recommendations, coupled with excessive airspeed crossing the holding fix, may in some cases result in the aircraft exceeding holding protected airspace

Holding Orbits:

• Holding consists of several orbits in an oval-shaped pattern
• The first orbit is the entry orbit , which expeditiously establishes the aircraft inbound on the holding courses
• The second orbit is the no-wind orbit , which sets the baseline from which all corrections will be made
• The last orbit flown is the correction orbit , which updates and refines the wind corrections

Entry Orbit:

• The entry orbit establishes the aircraft into the holding pattern
• There are three types: the direct , parallel , and teardrop entry

Direct Entry:

• When approaching the holding fix from anywhere in sector (c), the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern [ Figure 3 ]

Parallel Entry:

• Right turns: first turn left, then left, and finally right
• Left turns: first turn right, then right, and finally left

Teardrop Entry:

• While other entry procedures may enable the aircraft to enter the holding pattern and remain within protected airspace, the parallel, teardrop, and direct entries are the procedures for entry and holding recommended by the FAA, derived as part of the development of the size and shape of the obstacle protection areas for holding

No-wind Orbit:

• The no wind orbit begins the second time the aircraft crosses the station or fix, allowing the pilot to determine the initial corrections required for existing winds
• If this were true, you would (1) roll out of your inbound turn on the holding course and (2) inbound timing to the holding fix, if required, would equal the amount of time outbound
• Pilots must execute the no-wind orbit as precisely as possible to identify initial corrections

Correction Orbit(s):

• The third and subsequent orbits in holding are called correction orbits
• Correction orbits apply the correction factors determined on the previous orbit to the outbound leg of the holding pattern
• TAIL-RADIAL-WIND
• Confirm EFC 5 minutes before it is reached
• Be as exact on corrections as possible
• When outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound

VOR Correction Factor:

• Apply full correction outbound (if off 10°, apply 10°)
• Apply 1/3 of the wind correction inbound

TACAN (DME) Correction Factor:

• Use full correction into the wind on the outbound leg
• Use half correction into the wind on the inbound leg
• DME of longest leg X degrees off = correction factor you will use

Holding Clearance:

• Air Traffic Control clearances will come with a clearance limit, be in the airport (no delay expected), or a NAVAID (delay expected)
• When no delay is expected, the controller should issue a clearance beyond the fix as soon as possible and, whenever possible, at least 5 minutes before the aircraft reaches a clearance limit
• If unable to issue a clearance to the destination, an ATC clearance requiring an aircraft to hold at a fix where the no pattern is charted will include the following information:
• The direction of holding from the fix in terms of the eight cardinal compass points (i.e., N, NE, E, SE, etc.)
• Omitted if included at the beginning of the transmission as the clearance limit
• The radial, course, bearing, airway, or route on which the aircraft is to hold
• Specified in minutes on pilot request or if the controller considers it necessary
• The direction of turn if left turns are required, the pilot requests, or the controller considers it necessary
• Time to expect further clearance (EFC) and any pertinent additional delay information (times are in Zulu)
• ATC: " Hold east of the Ormond VORTAC on the 090 radial, left turns, maintain 5,000,' expect further clearance 0+50 "
• At a minimum, the only information you need is the location, the radial, and the EFC time
• ATC: " Hold east as published "
• Controllers shall always issue complete holding instructions when pilots request them
• Request EFC time if not automatically provided by ATC

Aircraft Holding Procedures:

WARNING: All procedures are GENERALIZED. Always fly per Pilot Operating Handbook procedures, observing any relevant Standard Operating Procedures (SOPs)

• Format: [direction to hold from the holding fix], [name of holding fix], [radial, course, bearing, airway, or route on which the aircraft is to hold], [leg length in miles if using DME or RNAV], [direction of turn if left turns are required], [time to expect further clearance (EFC)]"
• Verify that the Heading Indicator or Horizontal Situational Indicator is aligned with the magnetic compass
• Tune and identify the appropriate NAVAID(s)
• Proceed directly to the holding fix
• The holding course is the inbound course to the holding fix
• The reciprocal of the holding course (radial) determines the direction of entry turn. When the holding fix is a NAVAID, the reciprocal will be the same as the radial

Pencil Method:

• Raise the left side of the pencil 20° and see where the reciprocal course lies
• Raise the right side of the pencil 20° and see where the reciprocal course lies

Sector Method:

• There will be cases in which the reciprocal will fall on, or very close to (±5°) a sector boundary in which case the entry procedures for either section are acceptable
• When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix, initially, at or below the maximum holding airspeed
• If appropriate, suspend the GPS
• Perform the entry orbit
• TIME: note the time of entry; start timing the legs when wings level or abeam the station (head of the needle on or below the 90), whichever occurs last
• Perform all turns at 3 per second; or 30° angle of bank; or 25° angle of bank if using a flight director system, whichever requires the least bank angle
• TWIST/TYPE: verify that the OBS is set to the inbound course/put the holding course into the HI/HSI
• THROTTLE: Maintain holding speed
• Pilot: " [Place] , [Callsign] , holding at [Location] , [Time] , [Altitude] "
• After completion of outbound timing (according to altitude) or at the specified DME, turn (standard rate) to intercept the holding course inbound
• The head of the needle should always be in a place to fall onto the course when you're checking your turn inbound
• If not on course, stop the turn with a double the angle intercept for VOR holding
• When turning to intercept the inbound course in TACAN holding, an intercept greater than double the angle will be required
• This is to compensate for greater spacing between radials when holding away from the station
• In TACAN holding, a 30 to 45° angle of intercept will establish the aircraft on the inbound course
• Once established on course, commence tracking inbound to the holding fix
• It is critical to establish the aircraft on course before crossing the holding fix
• Continue to the station and initiate your turn in the direction of holding to begin the no wind orbit
• Roll out of the turn on the outbound heading parallel to the holding course
• If the abeam position cannot be determined, start timing when the turn to the outbound leg has been completed
• When holding at a VOR station, pilots should begin the turn to the outbound leg at the time of the first complete reversal of the to/from indicator
• At the completion of the outbound leg timing or at the specified DME, turn toward the holding radial to intercept the holding course
• This will determine the amount of heading correction to use on the outbound leg of your correction orbit
• Do this as quickly as possible
• If you had to set an intercept when you turned inbound, there are winds to correct for
• TAIL - RADIAL - WIND
• When checking the wind, resist the temptation to check wind from the head of the needle because it will be on the top of the RMI where you are looking; this will give you opposite winds causing an error
• Establish the aircraft on the holding course and track inbound to the holding fix
• Start inbound time at wings-level on the inbound course or on a heading to intercept the inbound course, whichever occurs first. note the heading that maintains the course inbound
• At station passage, note how much time has elapsed on the inbound leg
• Determine the difference between the elapsed time and the desired inbound timing
• You will use this correction factor for timing on the outbound leg of your correction orbit
• Adjust the outbound leg time to achieve a one-minute inbound leg time
• In the event of two-way communications failure, pilots are required to comply with 14 CFR Section 91.185
• Pilots are expected to hold in the pattern depicted unless specifically advised otherwise by ATC
• Holding patterns that protect for a maximum holding airspeed other than the standard may be depicted by an icon, unless otherwise depicted
• The icon is a standard holding pattern symbol (racetrack) with the airspeed restriction shown in the center
• In other cases, the airspeed restriction will be depicted next to the standard holding pattern symbol
• UHF: " [Place] , [Callsign] , departing holding "

Departing From a Holding Pattern:

• 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 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 must 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
• Report to ATC when leaving the holding fix
• Advise ATC immediately what increased airspeed is necessary, if any, due to turbulence, icing, etc., or if unable to accomplish any part of the holding procedures. When such higher speeds become no longer necessary, operate according to the appropriate published holding speed and notify ATC

Holding Considerations:

Procedure: (two nav receivers):.

• The primary NAVAID should be tuned into the fix from which the holding radial is off of
• The secondary NAVAID should be tuned into the identifying station
• When 10° of the intersection, be sure you have switched to the primary NAVAID toggle (be it VOR or TACAN as set up)
• At the intersection, commence the Ts as with normal holding
• Continue following the inbound radial on the HSI
• This should be accomplished no later than 30 seconds after wings level inbound
• In station side holding, inbound to the fix means away from the station. You will be using the TAIL of the needle to fly inbound

Procedure: (One Nav Receiver):

• Similar to using two NAVAIDs however, in this case, you will be using a single receiver to monitor both the primary and secondary NAVAIDs
• 3 to 5 minutes prior to reaching the holding intersection, ensure the secondary NAVAID is tuned and identified to check your position
• Keep the volume low and constantly IDing to save time in the pattern
• Determine the entry
• At the intersection, perform the Ts
• When timing outbound, tune and ID the primary NAVAID and toggle/twist the inbound course
• Get back on the radial
• Tune, ID, toggle, and twist the secondary NAVAID to identify the intersection
• Commence a no-wind orbit the same way
• Corrections will be done using the TACAN holding procedures, using a correction factor; however, due to airspeed, possibly changing the length of legs, be conservative

Radar Surveillance of Outer Fix Holding Pattern Airspace Areas:

• 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
• 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 to detect aircraft straying from the holding pattern. The provision of this service depends entirely upon whether controllers believe they are in a position to provide it and does not relieve a pilot of their responsibility to adhere to an accepted ATC clearance
• If an aircraft is established in a published holding pattern at an assigned altitude above the published minimum holding altitude and subsequently cleared for the approach, the pilot may descend to the published minimum holding altitude. The holding pattern would only be a segment of the IAP if it is published on the instrument procedure chart and is used in lieu of a procedure turn

Intersection holding steps that must be repeated:

Distance measuring equipment (dme)/gps along-track distance (atd):.

• DME/GPS holding is subject to the same entry and holding procedures except that distances (nautical miles) are used in lieu of time values
• The outbound course of the DME/GPS holding pattern is called the outbound leg of the pattern
• The controller or the instrument approach procedure chart will specify the length of the outbound leg
• The end of the outbound leg is determined by the DME or ATD readout
• The holding fix on conventional procedures, or controller defined holding based on a conventional navigation aid with DME, is a specified course or radial and distances are from the DME station for both the inbound and outbound ends of the holding pattern
• When flying published GPS overlay or stand alone procedures with distance specified, the holding fix will be a waypoint in the database and the end of the outbound leg will be determined by the ATD
• Some GPS overlay and early stand alone procedures may have timing specified
• See Global Positioning System (GPS) page , for requirements and restriction on using GPS for IFR operations
• When the inbound course is toward the NAVAID, the fix distance is 10 NM, and the leg length is 5 NM, then the end of the outbound leg will be reached when the DME/ATD reads 15 NM [ Figure 3 ]
• When the inbound course is away from the NAVAID and the fix distance is 28 NM, and the leg length is 8 NM, then the end of the outbound leg will be reached when the DME/ATD reads 20 NM [ Figure 4 ]
• The inbound course is always toward the waypoint and the ATD is zero at the waypoint. The end of the outbound leg of the holding pattern is reached when the ATD reads the specified distance [ Figure 5 ]

Use of RNAV Distance in lieu of DME Distance:

• Substitution of RNAV computed distance to or from a NAVAID in place of DME distance is permitted when holding. However, the actual holding location and pattern flown will be further from the NAVAID than designed due to the lack of slant range in the position solution (see FIG 5-3-7). This may result in a slight difference between RNAV distance readout in reference to the NAVAID and the DME readout, especially at higher altitudes. When used solely for DME substitution, the difference between RNAV distance to/from a fix and DME slant range distance can be considered negligible and no pilot action is required. REFERENCE- AIM Paragraph 1-2-3, Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes

Use of RNAV Guidance and Holding:

• Many systems use ground track angle instead of heading to select the entry method. While the holding pattern design allows a 5 degree tolerance, this may result in an unexpected entry when the winds induce a large drift angle
• The holding protected airspace is based on the assumption that the aircraft will fly-over the holding fix upon initial entry. RNAV systems may execute a "fly-by" turn when approaching the holding fix prior to entry. A "fly-by" turn during a direct entry from the holding pattern side of holding course may result in excursions beyond protected airspace, especially as the intercept angle and ground speed increase
• During holding, RNAV systems furnish lateral steering guidance using either a constant bank or constant radius to achieve the desired inbound and outbound turns. An aircraft's flight guidance system may use 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-selectable, a minimum 25 degree bank angle should be selected regardless of altitude unless aircraft operating limitations specify otherwise and the pilot advises ATC
• 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-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-calculated turn point on the outbound leg beyond the design turn point. (See FIG 5-3-8). 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 5-3-9.) This is especially true at higher altitudes where wind speeds are greater and ground speed results in a wider holding pattern
• NOTE- Some systems permit the pilot to modify leg time of holding patterns defined in the navigation database; for example, a hold-in-lieu of procedure turn. In most RNAV systems, the holding pattern time remains at the pilot-modified time and will not revert back to the coded time if the aircraft descends to a lower altitude where a shorter time interval applies
• RNAV systems are not able to alert the pilot for excursions outside of holding pattern protected airspace since the dimensions of this airspace are not included in the navigation database. In addition, the dimensions of holding pattern protected airspace vary with altitude for a charted holding pattern, even when the hold is used for the same application. Close adherence to the pilot actions described in this section reduce the likelihood of exceeding the boundary of holding pattern protected airspace when using RNAV lateral guidance to conduct holding
• Pilots are cautioned that multiple holding patterns may be established at the same fix. These holding patterns may differ in respect to turn directions and leg lengths depending on their application as an en route holding pattern, a holding pattern charted on a SID or STAR, or when used on an instrument approach procedure. Many RNAV systems limit the database coding at a particular fix to a single holding pattern definition. Pilots extracting the holding pattern from the navigation database are responsible for confirming that the holding pattern conforms to the assigned charted holding pattern in terms of turn direction, speed limit, timing, and distance
• If ATC assigns holding that is not charted, then the pilot is responsible for programming the RNAV system with the assigned holding course, turn direction, speed limit, leg length, or leg time
• Changes made after the initial execution may not apply until the next circuit of the holding pattern if the aircraft is in close proximity to the holding fix
• Pilots must remember to suspend the GPS when holding instructions have been issued, avoiding automatic sequencing beyond the holding fix once flown over or by

TACAN Holding Differences:

• If TACAN holding utilizes timing then its just like a VOR
• Large intercept on inbound turns due to being farther from the station
• maintain a large wind correction factor
• Maintain an aggressive track, as described above, in the correction orbit
• Treat intersection holding as if it were a VOR
• Primary NAVAID:
• The NAVAID and radial from that NAVAID upon which the holding pattern is oriented
• Secondary NAVAID:
• The NAVAID and radial from that NAVAID which defines the holding fix (intersection) on the primary radial
• When flying a point-to-point to an intersection you will likely hit one radial before the other; just keep the same holding entry procedures in mind and apply them here
• When holding at a VOR station, the reciprocal of the holding course is ALWAYS the same as the radial
• At an intersection, however, this will only be true when the holding pattern is oriented so that the inbound leg is toward the station
• Holding is always INBOUND to a FIX
• When that fix is an intersection, the inbound holding course could possibly be away from the station

Airman Certification Standards:

• Airman Certification Standards

Practicing Holding:

• Request a few turns in holding when you want practice
• In other words when you enter holding at first and initially pass the fix (even if a direct entry), then that orbit doesn't count
• 1 full round in the pattern is the 1 you requested

Reverse Sensing:

• Reverse sensing is a conditions where the navigation instrument indicates the inverse of what it should
• Intercept and track inbound TO
• Intercept and track outbound FROM

VFR Holding:

• While rare, federal aviation regulation 91.159 (VFR cruising altitude) references VFR holding
• Usually it is just an ATC instruction to remain clear of a particular area or airspace, or to circle a known point
• Sometimes it is a little more in-depth and part of local traffic flow such as for an event; for example, Oshkosh

Holding Responsibilities:

• Only those holding patterns depicted on U.S. government or commercially produced (meeting FAA requirements) low/high altitude en route, and area or STAR charts should be used
• When the pattern is charted on the assigned procedure or route being flown, ATC may omit all holding instructions except the charted holding direction and the statement AS PUBLISHED; for example, HOLD EAST AS PUBLISHED
• ATC must always issue complete holding instructions when pilots request them
• This procedure will eliminate the possibility of an aircraft entering a holding pattern other than that desired by ATC
• If unable to obtain holding instructions prior to reaching the fix (due to frequency congestion, stuck microphone, etc.), then enter a standard pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible
• In this event, the altitude/flight level of the aircraft at the clearance limit will be protected so that separation will be provided as required
• Start speed reduction when 3 minutes or less from the holding fix. Cross the holding fix, initially, at or below the maximum holding airspeed
• NOTE-Use whichever requires the least bank angle
• Compensate for wind effect primarily by drift correction on the inbound and outbound legs. When outbound, triple the inbound drift correction to avoid major turning adjustments; e.g., if correcting left by 8 degrees when inbound, correct right by 24 degrees when outbound
• Determine entry turn from aircraft heading upon arrival at the holding fix; +/-5 degrees in heading is considered to be within allowable good operating limits for determining entry

Instrument Rating - Holding Procedures Lesson Plan:

• To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with holding procedures solely by reference to instruments
• References: 14 CFR parts 61, 91; FAA-H-8083-15, FAA-H-8083-16; AIM

Holding Procedures Knowledge:

Ir.iii.b.k1:, holding procedures risk management:, ir.iii.b.r1:, ir.iii.b.r2:, ir.iii.b.r3:, ir.iii.b.r4:, holding procedures skills:, ir.iii.b.s1:, ir.iii.b.s2:, ir.iii.b.s3:, ir.iii.b.s4:, ir.iii.b.s5:, ir.iii.b.s6:, ir.iii.b.s7:, ir.iii.b.s8:, conclusion:.

• Do not hold for an approach you cannot legally execute!
• If current weather at destination is less than published weather minimums for any suitable approach, request clearance to your alternate airport, that is what it is there for
• The procedures above are recommended to ensure that the aircraft remains within holding protected airspace when holding is performed using either conventional NAVAID guidance or when using RNAV lateral guidance
• If cleared for the approach when in holding and flying outbound, you do not have to fly outbound any longer, turn in and shoot the approach
• Remember, there may be aircraft stacked above or below you in holding
• It is therefore key that task saturation does not allow for altitude deviations while flying set airspeeds and controlling timing
• 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
• Self test: http://www.lunabase.org/~faber/Vault/software/hold_quiz/
• Picturing holding patterns makes it a lot easier, draw if necessary
• If holding should not be accomplished (i.e., during an emergency), ask for radar vectors to achieve a similar end-state to holding
• Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
• When asking yourself which direction for a holding pattern is standard think of the saying that: it is right to turn right (standard)
• CFI Notebook.net - Missed Approach
• Still looking for something? Continue searching:

References:

• Aeronautical Information Manual (4-4-3) Clearance Items
• Aeronautical Information Manual (5-3-7) Minimum Turning Altitude (MTA)
• Aeronautical Information Manual (5-3-8) Holding
• Aeronautical Information Manual (5-4-9) Procedure Turn and Hold-in-lieu of Procedure Turn
• AOPA - IFR Fix: What Were They Thinking?
• Dauntless Soft.com
• Federal Aviation Administration - Airman Certification Standards
• Federal Aviation Administration - Pilot/Controller Glossary
• Instrument Flying Handbook

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If You Fly IFR, You Need To Report These 11 Items

• By Swayne Martin

After you finished instrument training, you might've forgotten that there are certain things you must report to ATC while flying on an IFR flight plan.

According to FAR 91.183 and AIM 5-3-3, the following reports should be made to ATC or FSS facilities without a specific ATC request...

1) Any unforecast weather conditions encountered. (FAR 91.183)

2) when vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level. (aim 5-3-3), 3) when an altitude change will be made if operating on a clearance specifying vfr-on-top. (aim-5-3-3), *4) the time and altitude or flight level upon reaching a holding fix or point to which cleared. (aim-5-3-3), *5) when leaving any assigned holding fix or point. (aim-5-3-3), 6) reporting points (far 91.183).

The time and altitude of passing each designated reporting point, or the reporting points specified by ATC, except that while the aircraft is under radar control, only the passing of those reporting points specifically requested by ATC need be reported.

7) When unable to climb/descend at a rate of a least 500 feet per minute. (AIM-5-3-3)

8) when an approach has been missed. (aim-5-3-3).

Make sure to request clearance for a specific action, like flying to an alternative airport, requesting another approach, etc.

9) Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan. (AIM-5-3-3)

10) loss of navigation (aim-5-3-3).

"Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR-certified GPS/GNSS receivers, complete or partial loss of ILS receiver capability or impairment of air/ground communications capability. Reports should include aircraft identification, equipment affected, degree to which the capability to operate under IFR in the ATC system is impaired, and the nature and extent of assistance desired from ATC."

11) Any other information relating to the safety of flight. (FAR 91.183)

The reports with a * above may be omitted by pilots of aircraft involved in instrument training at military terminal area facilities when radar service is being provided.

Become a better pilot. Subscribe to get the latest videos, articles, and quizzes that make you a smarter, safer pilot.

Swayne is an editor at Boldmethod, certified flight instructor, and a First Officer on the Boeing 757/767 for a Major US Carrier. He graduated as an aviation major from the University of North Dakota in 2018, holds a PIC Type Rating for Cessna Citation Jets (CE-525), is a former pilot for Mokulele Airlines, and flew Embraer 145s at the beginning of his airline career. Swayne is an author of articles, quizzes and lists on Boldmethod every week. You can reach Swayne at [email protected] , and follow his flying adventures on his YouTube Channel .

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Air Travel Consumer Report: March 2024 Numbers

WASHINGTON – The U.S. Department of Transportation (DOT) today released its Air Travel Consumer Report (ATCR) on airline operational data compiled for the month of March 2024 for on-time performance, mishandled baggage, mishandled wheelchairs and scooters, and 1st quarter oversales. The ATCR is designed to assist consumers with information on the quality of services provided by airlines. 

For March 2024, 0.9% of flights were cancelled, lower than the 1.3% cancellation rate for March 2023 and the 2.0% cancellation rate for pre-pandemic March 2019.  

DOT expects that airlines will operate flights as scheduled and that when they do not, airlines will provide consumers the services promised when a flight is cancelled or delayed because of an airline issue. After a two-year DOT push to improve the passenger experience, the 10 largest airlines now guarantee meals and free rebooking on the same airline and nine guarantee hotel accommodations. Consumer-friendly information regarding airline commitments to their customers is available on the Department’s Airline Customer Service Dashboard at FlightRights.Gov . DOT also pushed airlines to provide fee-free family seating and rolled out a new family seating dashboard that highlights the airlines that guarantee fee-free family seating, and those of the 10 largest that do not, making it easier for parents to avoid paying junk fees to sit with their children when they fly.

DOT recently announced two final rules that require airlines to provide automatic cash refunds to passengers when owed and protect consumers from costly surprise airline fees . These rules will significantly expand consumer protections in air travel, provide passengers an easier pathway to refunds when owed, and save consumers more than half a billion dollars every year in hidden and surprise junk fees. Provisions of the final rule on airline refunds were fortified through the FAA reauthorization bill that President Biden signed into law on May 16, 2024.

In addition, DOT is improving transportation for individuals with disabilities. In July 2023, DOT finalized a rule which requires airlines to make lavatories on new, single-aisle aircraft more accessible. Then, in February 2024, DOT issued a proposal to address other barriers that Americans who use a wheelchair encounter when it comes to air travel by, among other things, proposing to mandate enhanced training for airline employees and contractors who physically assist passenger with disabilities and handle passengers’ wheelchairs.

Further, when necessary, DOT takes enforcement action against airlines and ticket agents that fail to comply with the Department’s aviation consumer protection requirements. In 2023, DOT issued the largest fines in the history of the consumer protection office. This includes a $140 million penalty against Southwest Airlines for failing passengers during the 2022 holiday meltdown. That penalty, which was in addition to over $600 million DOT already ensured was refunded by Southwest to passengers, requires Southwest to establish a $90 million compensation system for passengers affected by significant delays and cancellations beginning April 30, 2024.  Additionally, DOT has helped return nearly $4 billion in refunds to travelers since the pandemic began.

In April, DOT announced the launch of the bipartisan Airline Passenger Protection Partnership with 18 state attorneys general to investigate airlines and ticket agents and hold them accountable when they violate aviation consumer protection laws. The partnership significantly expands the Department’s oversight capacity by establishing a new fast-track system prioritizing misconduct cases from state attorneys general who uncover unfair or deceptive airline practices. Through the partnership, DOT will provide state attorneys general with access to the federal complaint database and help ensure that airlines cooperate with state investigations.

Flight Operations

The 623,409 flights operated in March 2024 were 102.47% of the 608,387 flights operated in March 2023. Operated flights in March 2024 were up 2.47% year-over-year from the 608,387 flights operated in March 2023 and up 13.46% month-over-month from 549,439 flights operated in February 2024. 

In March 2024, the 10 marketing network carriers reported 628,786 scheduled domestic flights, 5,377 (0.9%) of which were cancelled. In February 2024, airlines scheduled 552,691 domestic flights, 3,252 (0.6%) of which were cancelled. In March 2023, airlines scheduled 616,234 domestic flights, 7,847 (1.3%) of which were cancelled.

March 2024 On-Time Arrival

In March 2024, reporting marketing carriers posted an on-time arrival rate of 78.7%, down from 83.7% in February 2024 and up from 75.4% in March 2023. The year-to-date on-time arrival rate for 2024 is 78.3%.

Highest Marketing Carrier On-Time Arrival Rates March 2024 (ATCR Table 1)

• Hawaiian Airlines – 87.2%
• Delta Air Lines Network – 84.8%
• United Airlines Network – 81.8% 

Lowest Marketing Carrier On-Time Arrival Rates March 2024 (ATCR Table 1)

• Frontier Airlines – 66.4%
• JetBlue Airways – 68.4%
• Spirit Airlines – 69.6%

For the first three months of 2024, the reporting marketing carriers posted an on-time arrival rate of 78.31% up from 76.89% for the same period in 2023.

March 2024 Flight Cancellations

In March 2024, reporting marketing carriers cancelled 0.9% of their scheduled domestic flights, higher than the rate of 0.6% in February 2024 and lower than the rate of 1.3% in March 2023. The year-to-date cancellation rate for 2024 is 1.7%.

Lowest Marketing Carrier Rates of Cancelled Flights March 2024 (ATCR Table 6)

• Delta Air Lines Network – 0.2%  
• Hawaiian Airlines – 0.6%   
• Allegiant Air – 0.6%    

  Highest Marketing Carrier Rates of Cancelled Flights March 2024 (ATCR Table 6)

• Frontier Airlines – 2.7%    
• Spirit Airlines – 1.7%    
• JetBlue Airways – 1.4%    

For the first three months of 2024, the reporting marketing carriers posted a cancellation rate of 1.7%, equal to 1.7% for the same period in 2023.

Complaints About Airline Service

The release of air travel service complaint data in the Air Travel Consumer Report (ATCR) has been delayed primarily because of the continued high volume of complaints against airlines and ticket agents received by the Office of Aviation Consumer Protection (OACP) and the time needed to review and process these consumer complaints. The Department is investing in modernizing its system for handling consumer complaints with the support of a Technology Modernization Fund (TMF) investment to improve the customer experience for the tens of thousands of consumers who use the system each year and enable OACP to more effectively engage in oversight of the airline industry. 

As DOT modernizes its system, given the continued high volume of air travel service complaints concerning airlines and ticket agents, DOT has revised how it processes consumer complaints received after June 1, 2023. From June 2023 until the date its system is modernized, DOT intends to revise the ATCR to display consumer submissions (complaints, inquiries, and opinions) as opposed to complaints for this period. The Department will continue to display civil rights complaints in the ATCR in a similar manner as before and anticipates publishing submission and civil rights complaint numbers for June 1, 2023 to December 31, 2023 in June 2024.

Tarmac Delays

In March 2024, airlines reported six tarmac delays of more than three hours on domestic flights, compared to 10 tarmac delays of more than three hours on domestic flights reported in February 2024. In March 2024, airlines reported one tarmac delay of more than four hours on an international flight, compared to two tarmac delays of more than four hours on international flights reported in February 2024. 

Airlines are required to have and adhere to assurances that they will not allow aircraft to remain on the tarmac for more than three hours for domestic flights and four hours for international flights without providing passengers the option to deplane, subject to exceptions related to safety, security, and Air Traffic Control related reasons. An exception also exists for departure delays if the airline begins to return the aircraft to a suitable disembarkation point to deplane passengers by those times.

The Department investigates extended tarmac delays.

Mishandled Baggage

In March 2024, reporting marketing carriers handled 43.1 million bags and posted a mishandled baggage rate of 0.52%, higher than the rate of 0.48% in February 2024, but lower than the rate of 0.58% in March 2023.

For the first quarter of 2024, the carriers posted a mishandled baggage rate of 0.58%, lower than the first quarter 2023 rate of 0.64%.

The Department began displaying the mishandled baggage data as a percentage (i.e., per 100 bags enplaned) in January 2022. This is consistent with the manner that the mishandled wheelchairs and scooters rate is calculated and displayed.     In the prior three calendar year reports (2019 to 2021), the Department calculated the mishandled baggage rate based on the number of mishandled bags per 1,000 checked bags. 

Mishandled Wheelchairs and Scooters

In March 2024, reporting marketing carriers reported checking 65,793 wheelchairs and scooters and mishandling 859 for a rate of 1.31% mishandled wheelchairs and scooters, higher than the rate of 1.30% mishandled in February 2024 and lower than the rate of 1.33% mishandled in March 2023.

For the first quarter of 2024, the carriers posted a mishandled wheelchair and scooter rate of 1.36%, lower than the rate of 1.40% in the first quarter of 2023.

To address many of the significant barriers and challenges experienced by passengers who use wheelchairs, the Department has proposed a rulemaking that, if adopted as proposed would make it an automatic violation of the Department’s Air Carrier Access Act regulations for airlines to mishandle a passenger’s wheelchair. This Notice of Proposed Rulemaking would also enhance training requirements for airline personnel who provide hands-on transfer assistance to passengers and handle wheelchairs. The proposal is available at https://www.regulations.gov , docket number DOT-OST-2022-0144.

Bumping/Oversales

Bumping/oversales data, unlike other air carrier data, are reported quarterly rather than monthly. For the first quarter of 2024, the 10 U.S. reporting marketing carriers posted an involuntary denied boarding, or bumping, rate of 0.27 per 10,000 passengers, lower than both the rate of 0.29 in the first quarter of 2023 and higher than the rate of 0.20 in the fourth quarter of 2023.

Incidents Involving Animals

As part of its IT modernization, DOT’s Office of Aviation Consumer Protection (OACP) is improving the options for covered carriers to submit their monthly and annual Reports on Incidents Involving Animals During Air Transport. While the new system is being developed, OACP is permitting covered carriers to delay submission of reports on incidents involving animals during air transport. Annual data on such incidents will be published when DOT receives carriers’ complete submissions of the 2023 data. 

In March 2024, carriers reported zero incidents involving the death, injury, or loss of an animal while traveling by air, down from the two reports filed in February 2024, and equal to the zero reports filed in March 2023.

Consumers may file air travel consumer or civil rights complaints online at   https://secure.dot.gov/air-travel-complaint , or they may mail a complaint to the Office of Aviation Consumer Protection, U.S. Department of Transportation, C-70, W96-432, 1200 New Jersey Avenue, SE, Washington, DC 20590.

The ATCR and other aviation consumer matters of interest to the public can be found at https://www.transportation.gov/airconsumer .

An official website of the United States government Here's how you know

Official websites use .gov A .gov website belongs to an official government organization in the United States.

Secure .gov websites use HTTPS A lock ( Lock A locked padlock ) or https:// means you’ve safely connected to the .gov website. Share sensitive information only on official, secure websites.

Air Travel Consumer Report: March 2024 Numbers

Contact:  [email protected]

WASHINGTON – The U.S. Department of Transportation (DOT) today released its Air Travel Consumer Report (ATCR) on airline operational data compiled for the month of March 2024 for on-time performance, mishandled baggage, mishandled wheelchairs and scooters, and 1st quarter oversales. The ATCR is designed to assist consumers with information on the quality of services provided by airlines. 

For March 2024, 0.9% of flights were cancelled, lower than the 1.3% cancellation rate for March 2023 and the 2.0% cancellation rate for pre-pandemic March 2019.   

DOT expects that airlines will operate flights as scheduled and that when they do not, airlines will provide consumers the services promised when a flight is cancelled or delayed because of an airline issue. After a two-year DOT push to improve the passenger experience, the 10 largest airlines now guarantee meals and free rebooking on the same airline and nine guarantee hotel accommodations. Consumer-friendly information regarding airline commitments to their customers is available on the Department’s Airline Customer Service Dashboard at  FlightRights.Gov . DOT also pushed airlines to provide fee-free family seating and rolled out a new family seating dashboard that highlights the airlines that guarantee fee-free family seating, and those of the 10 largest that do not, making it easier for parents to avoid paying junk fees to sit with their children when they fly.

DOT recently announced two final rules that require airlines to  provide automatic cash refunds to passengers when owed  and  protect consumers from costly surprise airline fees . These rules will significantly expand consumer protections in air travel, provide passengers an easier pathway to refunds when owed, and save consumers more than half a billion dollars every year in hidden and surprise junk fees. Provisions of the final rule on airline refunds were fortified through the FAA reauthorization bill that President Biden signed into law on May 16, 2024.

In addition, DOT is improving transportation for individuals with disabilities. In July 2023, DOT finalized a rule which requires airlines to make lavatories on new, single-aisle aircraft more accessible. Then, in February 2024, DOT issued a proposal to address other barriers that Americans who use a wheelchair encounter when it comes to air travel by, among other things, proposing to mandate enhanced training for airline employees and contractors who physically assist passenger with disabilities and handle passengers’ wheelchairs.

Further, when necessary, DOT takes enforcement action against airlines and ticket agents that fail to comply with the Department’s aviation consumer protection requirements. In 2023, DOT issued the largest fines in the history of the consumer protection office. This includes a $140 million penalty against Southwest Airlines for failing passengers during the 2022 holiday meltdown. That penalty, which was in addition to over $600 million DOT already ensured was refunded by Southwest to passengers, requires Southwest to establish a $90 million compensation system for passengers affected by significant delays and cancellations beginning April 30, 2024.  Additionally, DOT has helped return nearly $4 billion in refunds to travelers since the pandemic began.

In April, DOT announced the launch of the bipartisan Airline Passenger Protection Partnership with 18 state attorneys general to investigate airlines and ticket agents and hold them accountable when they violate aviation consumer protection laws. The partnership significantly expands the Department’s oversight capacity by establishing a new fast-track system prioritizing misconduct cases from state attorneys general who uncover unfair or deceptive airline practices. Through the partnership, DOT will provide state attorneys general with access to the federal complaint database and help ensure that airlines cooperate with state investigations.

Flight Operations

The 623,409 flights operated in March 2024 were 102.47% of the 608,387 flights operated in March 2023. Operated flights in March 2024 were up 2.47% year-over-year from the 608,387 flights operated in March 2023 and up 13.46% month-over-month from 549,439 flights operated in February 2024. 

In March 2024, the 10 marketing network carriers reported 628,786 scheduled domestic flights, 5,377 (0.9%) of which were cancelled. In February 2024, airlines scheduled 552,691 domestic flights, 3,252 (0.6%) of which were cancelled. In March 2023, airlines scheduled 616,234 domestic flights, 7,847 (1.3%) of which were cancelled.

March 2024 On-Time Arrival

In March 2024, reporting marketing carriers posted an on-time arrival rate of 78.7%, down from 83.7% in February 2024 and up from 75.4% in March 2023. The year-to-date on-time arrival rate for 2024 is 78.3%.

Highest Marketing Carrier On-Time Arrival Rates March 2024 (ATCR Table 1)

• Hawaiian Airlines – 87.2%
• Delta Air Lines Network – 84.8%
• United Airlines Network – 81.8% 

Lowest Marketing Carrier On-Time Arrival Rates March 2024 (ATCR Table 1)

• Frontier Airlines – 66.4%
• JetBlue Airways – 68.4%
• Spirit Airlines – 69.6%

For the first three months of 2024, the reporting marketing carriers posted an on-time arrival rate of 78.31% up from 76.89% for the same period in 2023.

March 2024 Flight Cancellations

In March 2024, reporting marketing carriers cancelled 0.9% of their scheduled domestic flights, higher than the rate of 0.6% in February 2024 and lower than the rate of 1.3% in March 2023. The year-to-date cancellation rate for 2024 is 1.7%.

Lowest Marketing Carrier Rates of Cancelled Flights March 2024 (ATCR Table 6)

• Delta Air Lines Network – 0.2%  
• Hawaiian Airlines – 0.6%   
• Allegiant Air – 0.6%    

  Highest Marketing Carrier Rates of Cancelled Flights March 2024 (ATCR Table 6)

• Frontier Airlines – 2.7%    
• Spirit Airlines – 1.7%    
• JetBlue Airways – 1.4%    

For the first three months of 2024, the reporting marketing carriers posted a cancellation rate of 1.7%, equal to 1.7% for the same period in 2023.

Complaints About Airline Service

The release of air travel service complaint data in the Air Travel Consumer Report (ATCR) has been delayed primarily because of the continued high volume of complaints against airlines and ticket agents received by the Office of Aviation Consumer Protection (OACP) and the time needed to review and process these consumer complaints. The Department is investing in modernizing its system for handling consumer complaints with the support of a Technology Modernization Fund (TMF) investment to improve the customer experience for the tens of thousands of consumers who use the system each year and enable OACP to more effectively engage in oversight of the airline industry. 

As DOT modernizes its system, given the continued high volume of air travel service complaints concerning airlines and ticket agents, DOT has revised how it processes consumer complaints received after June 1, 2023. From June 2023 until the date its system is modernized, DOT intends to revise the ATCR to display consumer submissions (complaints, inquiries, and opinions) as opposed to complaints for this period. The Department will continue to display civil rights complaints in the ATCR in a similar manner as before and anticipates publishing submission and civil rights complaint numbers for June 1, 2023 to December 31, 2023 in June 2024.

Tarmac Delays

In March 2024, airlines reported six tarmac delays of more than three hours on domestic flights, compared to 10 tarmac delays of more than three hours on domestic flights reported in February 2024. In March 2024, airlines reported one tarmac delay of more than four hours on an international flight, compared to two tarmac delays of more than four hours on international flights reported in February 2024. 

Airlines are required to have and adhere to assurances that they will not allow aircraft to remain on the tarmac for more than three hours for domestic flights and four hours for international flights without providing passengers the option to deplane, subject to exceptions related to safety, security, and Air Traffic Control related reasons. An exception also exists for departure delays if the airline begins to return the aircraft to a suitable disembarkation point to deplane passengers by those times.

The Department investigates extended tarmac delays.

Mishandled Baggage

In March 2024, reporting marketing carriers handled 43.1 million bags and posted a mishandled baggage rate of 0.52%, higher than the rate of 0.48% in February 2024, but lower than the rate of 0.58% in March 2023.

For the first quarter of 2024, the carriers posted a mishandled baggage rate of 0.58%, lower than the first quarter 2023 rate of 0.64%.

The Department began displaying the mishandled baggage data as a percentage (i.e., per 100 bags enplaned) in January 2022. This is consistent with the manner that the mishandled wheelchairs and scooters rate is calculated and displayed.     In the prior three calendar year reports (2019 to 2021), the Department calculated the mishandled baggage rate based on the number of mishandled bags per 1,000 checked bags. 

Mishandled Wheelchairs and Scooters

In March 2024, reporting marketing carriers reported checking 65,793 wheelchairs and scooters and mishandling 859 for a rate of 1.31% mishandled wheelchairs and scooters, higher than the rate of 1.30% mishandled in February 2024 and lower than the rate of 1.33% mishandled in March 2023.

For the first quarter of 2024, the carriers posted a mishandled wheelchair and scooter rate of 1.36%, lower than the rate of 1.40% in the first quarter of 2023.

To address many of the significant barriers and challenges experienced by passengers who use wheelchairs, the Department has proposed a rulemaking that, if adopted as proposed would make it an automatic violation of the Department’s Air Carrier Access Act regulations for airlines to mishandle a passenger’s wheelchair. This  Notice of Proposed Rulemaking  would also enhance training requirements for airline personnel who provide hands-on transfer assistance to passengers and handle wheelchairs. The proposal is available at  https://www.regulations.gov , docket number DOT-OST-2022-0144.

Bumping/Oversales

Bumping/oversales data, unlike other air carrier data, are reported quarterly rather than monthly. For the first quarter of 2024, the 10 U.S. reporting marketing carriers posted an involuntary denied boarding, or bumping, rate of 0.27 per 10,000 passengers, lower than both the rate of 0.29 in the first quarter of 2023 and higher than the rate of 0.20 in the fourth quarter of 2023.

Incidents Involving Animals

As part of its IT modernization, DOT’s Office of Aviation Consumer Protection (OACP) is improving the options for covered carriers to submit their monthly and annual Reports on Incidents Involving Animals During Air Transport. While the new system is being developed, OACP is permitting covered carriers to delay submission of reports on incidents involving animals during air transport. Annual data on such incidents will be published when DOT receives carriers’ complete submissions of the 2023 data. 

In March 2024, carriers reported zero incidents involving the death, injury, or loss of an animal while traveling by air, down from the two reports filed in February 2024, and equal to the zero reports filed in March 2023.

Consumers may file air travel consumer or civil rights complaints online at   https://secure.dot.gov/air-travel-complaint , or they may mail a complaint to the Office of Aviation Consumer Protection, U.S. Department of Transportation, C-70, W96-432, 1200 New Jersey Avenue, SE, Washington, DC 20590.

The ATCR and other aviation consumer matters of interest to the public can be found at  https://www.transportation.gov/airconsumer .

• Get 7 Days Free

Creative Circle Unveils 2024 Client Pulse Report: Navigating AI in the Creative and Marketing Industry

Report demonstrates AI’s already significant usage, compounded with broad opportunity for increased adoption

Creative Circle, a leading marketing and creative services firm and ASGN (NYSE: ASGN) brand, today released its 2024 Client Pulse Report , offering a comprehensive analysis of artificial intelligence's impact on creative and marketing teams. This year’s report illuminates how AI has rapidly become embedded in daily workflows, but leaders still seek support in deploying the groundbreaking technology to its full potential.

To develop the report, Creative Circle collected survey responses from 463 creative and marketing leaders. The survey was conducted in March 2024 and received a near-record response rate, demonstrating business leaders’ continued investment in the subject more than a year after AI entered the mainstream.

Resounding consensuses emerged around several of the topics addressed in the survey:

• AI is now a staple in creative and marketing teams, with 82% using it to some extent and 45% using it daily or weekly.
• Leaders would like to further implement AI into their work, but 89% face barriers to increased adoption.
• The necessity of AI today is undisputed, as 83% of leaders say they need to develop new AI skills and competencies in order to achieve their goals.
• Businesses are eager to close their AI gaps, with 66% of respondents seeking AI-specific training, hires, or consultants to upskill their teams.

“This study makes clear that marketing and creative leaders recognize AI’s extraordinary potential. But for the most part, they’re only scratching the surface,” says Creative Circle President Matt Riley. “Teams need direction, training, and subject matter expertise in order to fully integrate AI technology and realize its many benefits.”

Creative Circle’s insights and solutions offer an ideal set of skills and knowledge that marketing and creative teams need to realize the benefit of today’s AI technologies.

Katherine Forbes, Creative Circle’s Senior Vice President of Marketing, states, “We are actively partnering with our clients to bring out the full potential of AI within their marketing and creative teams. Our people have the right solutions at their fingertips and the necessary insights to implement AI effectively and securely.”

Read the full report for all the detailed findings on topics including the top AI use cases, barriers to adoption, and upskilling strategies. And, if you’re ready to harness the power of AI for your team, contact Creative Circle to tap into a wealth of resources and expertise.

About Creative Circle

Creative Circle provides marketing and creative services for companies looking to solve business challenges of all sizes. Our strength comes from our talent community, and our power lies in leveraging this network to provide flexible custom solutions for our clients.

Creative Circle is part of the Commercial Segment of ASGN Incorporated (NYSE: ASGN). To learn more, visit creativecircle.com .

About ASGN Incorporated

ASGN Incorporated (NYSE: ASGN) is a leading provider of IT services and solutions across the commercial and government sectors. ASGN helps corporate enterprises and government organizations develop, implement, and operate critical IT and business solutions through its integrated offerings. For more information, please visit www.asgn.com .

Safe Harbor

Certain statements made in this news release are “forward-looking statements” within the meaning of Section 27A of the Securities Exchange Act of 1933, as amended, and Section 21E of the Securities Exchange Act of 1934, as amended, and involve a high degree of risk and uncertainty. Forward looking statements include statements regarding our current and future support of client AI needs, claims pertaining to internal and client efficiencies created using AI tools, and statements about how marketing and creative professionals may leverage AI tools within their own organizations. All statements in this news release, other than those setting forth strictly historical information, are forward-looking statements. Forward-looking statements are not guarantees of future performance and actual results might differ materially. For a full list of risks and discussion of forward looking statements, please see our Annual Report on Form 10-K for the year ended December 31, 2023, as filed with the SEC on February 23, 2024. We specifically disclaim any intention or duty to update any forward-looking statements contained in this news release.

Creative Circle Kevin Culligan Manager, Marketing & Communications [email protected]

ASGN Incorporated Kimberly Esterkin Vice President, Investor Relations [email protected]

View source version on businesswire.com: https://www.businesswire.com/news/home/20240604162982/en/

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In wake of Bend killing, businesses along N. Highway 97 report rise in crime: What can they do if it continues?

(Update: adding comments from businesses along N. Highway 97)

BEND, Ore. (KTVZ) -- NewsChannel 21 spoke with nearly a dozen Bend businesses Tuesday morning about their recent experiences with increased crime in the form of drug use, theft, break-ins and trespassing.

By and large, most of the businesses said they've seen and had to deal with the issue and say they believe it's being perpetuated by the still-increasing homelessness issue. Many businesses have said that with the city's closure of the Hunnell Road encampment last year , the crime problems have only gotten worse.

"It is definitely gotten worse in this area. I mean, I've been in this location for 30 years," said Tami Shirley, owner Carpet One Floor & Home. "The last, I don't know, five to eight years, it has just really increased dramatically."

Shirley says transients bring trespassing and vandalism issues to the area.

"We've got a lot of people that set up behind the building," she said. "We had to clear out everything back there so that they couldn't, you know, set up tents and cover lots of needles. It's gotten so bad, we're just - we have to call the police to have them come ask people to leave."

A check of more than 10 businesses along N. Highway 97 between Butler Market Road and Empire Avenue shed light on more problems.

Many employees complain of homeless individuals trespassing. 

Joan, who asked us not to use her last name, said, "Recently, as we were leaving work, my coworker warned me to be careful because there was somebody yelling loudly and walking down the street who seemed not to be really very coherent and a little bit, you know, unpredictable."

Joan and a coworker reported what they heard the day before a homeless man was found dead in a ditch behind the Pacific Pride gas station, leading to the arrest of another homeless man on a murder charge. 

"Coincidentally, we had heard a person shouting so loudly that I could hear them inside our building with all the windows and doors closed, which caught my attention," Joan said, "And another counselor happened to be outside and witnessed that altercation."

Police believe David Carroll Hickman was killed late May 29th or early May 30th, hours before officers responded to a welfare check and found Hickman's body at his campsite.  

On Monday, Brain Lee Wynn was arraigned on murder charges in Deschutes County Court. He was a resident of The Lighthouse Navigation Center.

"It was shocking," Shirley said. "There's a 62-year-old man that we haven't seen in, you know, in about, well, almost a week now. And we're concerned that it was him. He was a very nice man, but we don't know who it was."

Several businesses' employees say the ditch where the victim was found has a lot of foot traffic by homeless transients.

Joan said, "I know that they travel these corridors and ... this is kind of an area where ... they're looking for places to find resources and to sleep all over town."

At the time of the incident, there was confusion over whether this was private or ODOT property. 

ODOT confirmed with us the property is private, but noted camping in the right of way is something they monitor and clear.

Region 4 Public Information Officer Kacey Davey said, "Camping in the right of ways next to the state highway is really not a safe place for anyone to be."

Despite the problems,  businesses have tried to help some of the homeless in the area.  

"We've hired them to help clean up around the building, just as a way to give them some cans and things like that," said Shirley. "The drug users are the ones that that caused the real problems."

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Matthew Draxton

Matthew Draxton is a multimedia journalist for NewsChannel 21. Learn more about Matthew here .

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Trump's Inner Circle Got Pay Boost Amid Criminal Trial, Probes: Report

F ormer President Donald Trump 's top campaign staffers have received pay boosts and other financial benefits amid his various criminal cases, according to a new report.

A ProPublica analysis of public disclosures, court records and securities filings published Monday found that nine witnesses in the trial received "large raises from his campaign, severance packages, new jobs and a grant of shares and cash from Trump's media company."

Among those witnesses are campaign adviser Boris Epshteyn, whose pay reportedly more than doubled, campaign chief Susie Wiles, whose daughter was hired onto the campaign and is now the fourth-highest-paid employee, and Trump aide Margo Martin, who received a roughly 20 percent raise.

Wiles and Martin appeared before the grand jury in the federal classified documents case and were spotted at the New York City courthouse where Trump stood trial for almost seven weeks in the hush money case. Epshteyn, who testified in the Georgia election interference case, accompanied the presumptive Republican presidential nominee nearly every day, often sitting in the second row behind the defense table.

In response to questions from ProPublica, Trump spokesperson Steven Cheung called the 2024 campaign "most well-run and professional operation in political history."

"Any false assertion that we're engaging in any type of behavior that may be regarded as tampering is absurd and completely fake," Cheung said in a statement.

The jury in Trump's hush money case trial handed down a guilty verdict on Thursday. The 12 jurors unanimously convicted the former president of 34 felony counts of falsifying business documents in relation to payment that former Trump attorney Michael Cohen made to adult film star Stormy Daniels in the run-up to the 2016 election.

The courtroom at Manhattan Criminal Court became a revolving door for Trump allies, who flocked to New York from across the country to show their support. Those appearances included some of the nation's top Republicans , like House Speaker Mike Johnson , and several vice presidential contenders, including Ohio Senator J.D. Vance , North Dakota Governor Doug Burgum and entrepreneur Vivek Ramaswamy .

Also in attendance was longtime Trump aide Dan Scavino, who testified before the grand jury in the federal election interference case against Trump. Between being subpoenaed and testifying, Scavino was appointed to the board of Trump Media and "granted a $600,000 retention bonus and a $4 million 'executive promissory note' paid in shares," ProPublic reported. Scavino said the changes had "nothing to do with any investigation."

The publication also reported that monthly payments from the Trump campaign to Epshteyn's company, Georgetown Advisory, shot up from an average of $26,000 between November 2022 to August 2023 to $50,000 after Trump's August 14 indictment. Since October, his company has been receiving an average of $53,500 per month.

After Wiles testified, her political consulting firm reportedly received its highest-ever monthly payment from the Trump campaign in the amount of $75,000 and she received a 20 percent raise, which the campaign said was because she renegotiated her contract. In the months that followed, her daughter, Caroline, who had also previously worked for the Trump White House, was also hired by the campaign, where she makes $222,000 a year. Caroline said her hiring was not related to her mother.

Martin—who has drawn comparisons for being a Melania Trump lookalike, was also given a roughly 20 percent pay raise—from $155,000 to $185,000, months before her grand jury appearance, according to the Trump campaign.

Others who received financial benefits included Trump attorneys Jennifer Little and Evan Corcoran, whose law firms saw dramatic increases in payments from a Trump political action committee and Trump's campaign. Little received $218,000 from the PAC after testifying in the classified records case and Corcoran's firm received $786,000 from the campaign days after he testified as part of the same probe.

One of the biggest questions in the hush money trial was whether former Trump Organization Chief Financial Officer Allen Weisselberg would be called to testify. Cohen, who was a star witness in the case, testified that it was Weisselberg who drew up the number for the total $420,000 reimbursement that The Trump Organization owed Cohen.

Weisselberg, who is in prison for perjury, never appeared on the stand. Prosecutors from the Manhattan district attorney's office pointed out that he received a $2 million severance agreement in January 2023. The agreement remains outstanding and Weisselberg was still due several payments at the time of the trial.

The Trump Organization has said it agreed to pay Weisselberg and former controller Jeffrey McConney severance "based on the number of years they worked at the company. President Trump played no role in that decision."

Barbara McQuade, a former U.S. attorney for the Eastern District of Michigan, told ProPublica that "It feels very shady, especially as you detect a pattern. ... I would worry about it having a corrupt influence," but that it would be a hard case to prove in court.

Newsweek reached out to the Trump campaign via email for comment.

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Gunmen Kill 60 at Concert Hall Outside Moscow, Russian Authorities Say

The Islamic State claimed the attack, the deadliest in the Moscow region in more than a decade.

By Valerie Hopkins ,  Ivan Nechepurenko ,  Aric Toler and Anton Troianovski

• March 22, 2024

Several camouflage-clad gunmen opened fire at a popular concert venue on the outskirts of Moscow on Friday night, killing about 60 people and wounding more than 100, Russian authorities said, making it the deadliest attack in the capital region in more than a decade.

Hours after the mayhem began, the Russian national guard said its officers were still looking for the attackers. State media agencies reported that there had been up to five perpetrators.

As gunshots boomed through the building containing the concert hall, one of the largest and most popular music venues in the Moscow area, fire erupted in the upper floors of the structure, and the blaze intensified after an explosion, causing the roof to collapse.

The Islamic State, through an affiliated news agency, claimed responsibility. U.S. security officials, including a senior counterterrorism official, said they believed the attack was carried out by the Islamic State in Khorasan , a branch of the terrorist group that is active in Pakistan, Afghanistan and Iran. They spoke on the condition of anonymity because they were not authorized to discuss the matter publicly.

Multiple videos posted on social media and verified by The New York Times show several people entering Crocus City Hall, a sprawling shopping and entertainment complex in suburban Krasnogorsk, northwest of Moscow, and firing rifles. Other videos show people running past bloodied victims lying on the floor or screaming at the sound of gunshots, while photos show bodies lined up outside the building.

A woman who gave her name only as Marina said in a text message that she was standing in line for a concert outside, in the cold, about 8 p.m. when people without overcoats started running out of the building, saying they had heard shots.

“As soon as I heard automatic rifle shots, I started running, too,” she said.

The state news agency TASS reported that emergency services had dispatched helicopters to try to rescue people from the building’s roof, where flames and smoke could be seen billowing into the night sky.

At least 115 people were hospitalized after the attack, five of them children, according to the Russian minister of health, Mikhail Murashko. The injured include 60 adult patients in serious condition, the minister said. Another 30 people were treated and released.

The Russian leader, Vladimir V. Putin, made no immediate direct public statement, issuing only a statement through a deputy prime minister, Tatyana Golikova, that expressed hopes for the recovery of the injured and gratitude to the doctors treating them.

Russia’s Investigative Committee, the country’s equivalent to the F.B.I., said it had opened a criminal case into a terrorist act and dispatched its investigators to the site. RIA Novosti said that a special police unit was working inside the building.

John F. Kirby, a spokesman for President Biden’s National Security Council, told reporters that the White House had “no indication at this time that Ukraine or Ukrainians were involved.” Mykhailo Podolyak, a top adviser to Ukraine’s presidential office, said in a video statement that “Ukraine has absolutely nothing to do” with the attack.

On March 7, the U.S. Embassy in Moscow issued a security alert that warned that its personnel were “monitoring reports that extremists have imminent plans to target large gatherings in Moscow, to include concerts.” The statement, which did not say anything about the extremists’ affiliation, warned Americans that an attack could take place in the next 48 hours.

Pro-Kremlin voices seized on the U.S. Embassy’s warning to paint America as trying to scare Russians. On March 19, Mr. Putin called the statement “obvious blackmail” made with “the intention to intimidate and destabilize our society.”

The attack on Friday was connected to the March 7 warning, according to American officials briefed on the matter. They added that the United States alerted Russia privately at the time about intelligence it had about Islamic State activity.

Statements of condolence and outrage came from around the world, including the leader of China, Xi Jinping, and governments of the United States and other countries that are at odds with Russia. Yulia Navalnaya, the widow of the opposition leader Aleksei Navalny, who died in a Russian prison last month, said on social media, “All those involved in this crime must be found and brought to justice.”

The attack came on a day when 165 missiles and drones attacked Ukraine, constituting what the U.S. ambassador to Ukraine, Bridget Brink, said was “the largest attack against Ukraine’s energy grid since the start of Russia’s war.”

The attack began around 8 p.m. local time, minutes before a sold-out performance by the veteran rock band Piknik was scheduled to start. The concert hall has 6,200 seats, according to its website.

“At least three people in camouflage burst into the ground floor of Crocus City Hall and opened fire with automatic weapons” and threw incendiary devices, a correspondent for RIA Novosti reported from the scene. “There are definitely wounded.”

In videos filmed inside the concert hall, audience members are heard screaming and seen crouching as repeated gunshots echo outside the hall.

Russia’s emergency service said it had sent 130 vehicles to the scene and three helicopters to drop water on the blaze that gutted the upper floors. The fire was mostly extinguished shortly before 5 a.m. Saturday, according to the regional governor, Andrey Vorobyov.

Shootings are rare in Russia, where the state tightly regulates the possession of firearms. One of the deadliest ones occurred in 2022, when a gunman killed 18 people and wounded 23 others in a school in the town of Izhevsk.

However, attacks have struck across the Russia in recent decades, events that the authorities often described as terrorism. A 2011 suicide bombing at Moscow’s Domodedovo Airport killed 37 people, and two coordinated suicide bombings in Moscow subway stations in 2010 killed about 40 people.

In 2004, 172 people died in a siege at a Moscow theater by Chechen separatists. The police pumped a sedative gas into the theater to incapacitate the attackers, but the gas killed 132 hostages.

The complex where the attack took place on Friday was developed by the Azerbaijan-born billionaire Aras Agalarov, whose son, Emin, is a famous pop star. Former President Donald Trump held the Miss Universe pageant at the same complex in 2013, and world-famous performers like Eric Clapton, Dua Lipa and Sia have also performed there.

Alina Lobzina , Julian E. Barnes , Neil MacFarquhar and Victoria Kim contributed reporting.

Valerie Hopkins covers the war in Ukraine and how the conflict is changing Russia, Ukraine, Europe and the United States. She is based in Moscow. More about Valerie Hopkins

Ivan Nechepurenko covers Russia, Ukraine, Belarus, the countries of the Caucasus, and Central Asia. He is based in Moscow. More about Ivan Nechepurenko

Aric Toler is a reporter on the Visual Investigations team at The Times where he uses emerging techniques of discovery to analyze open source information. More about Aric Toler

Anton Troianovski is the Moscow bureau chief for The Times. He writes about Russia, Eastern Europe, the Caucasus and Central Asia. More about Anton Troianovski

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Sir i have 300 rs special entry ticket. In ticket...

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Tirumala Temple Questions & Answers

Sir i have 300 rs special entry ticket. In ticket print out show report at ATC circle. Where it comes and how to go from tirumala bus stand

How much distance from atc circle to darsanam for walking pl.

Atc circle is not an issue you will get down there by just following the instructions on the boards or by asking for it from anyone, Please be in Lungi/dhoti which is completely for 300 tickets holder ,else you will not be able to darshan .

No need to worry they have direction boards at every book and corner at Tirumala

Also shared open jeeps ply from Tirumala bus stand to atc circle

Free bus also available from bus stand to atc circle

Kindly wear white dhoti/lungi/pajama

When you alight the bus, please look for Lepakshi show room. You can ask for Lepakshi show room and it is adjacent to RTC bus stand. From there you can get on to free bus service , red color buses, and reach ATC circle. The distance is about 2.5 kms. At ATC circle, you can see 300 rupees special entry gates, marked.

Distance from Darshan entry gate to sreekovil

Sir, we have ₹300/- special darshan ticket on 23.2.23. Reporting time is mentioned as 9 pm. We have small baby. Whether we will be allowed @9am.

ir, I have a 300 rs special entry ticket. In the ticket print out show report at ATC circle. Where it comes in Chennai. It is printed on TTDC Chen

Do we have car parking available closer to ATC Circle?

They have Free Bus Service from Busstand at Tirumala all over the hills. You have to just say ATC guest house. They are Near to the Temple. Sign Boards with Directions are everywhere available.

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