How Far Can You Go?

If issued an en-route clearance limit, you will be given holding instructions. If the pattern is charted, and they rarely are, you might be issued, Hold east as published. Most moving map displays such as the G1000 and GTN series do not show published holds, necessitating a chart, but ATC will issue full holding instructions if requested. The FAA frowns on unpublished holds, saying that only those holding patterns depicted on U.S. government or commercially produced charts which meet FAA requirements should be used. This is another reason why rolling your own at JIDUK, is a shaky idea.

Fred Simonds

Monday, June 03, 2019 at 12:00 AM ET

Verified

Key Takeaways:

When an IFR pilot loses communication and reaches an Initial Approach Fix (IAF) that has become their clearance limit, FAR 91.185(c)(3)(i) legally permits them to commence the expected approach as close as possible to their estimated time of arrival.
While the regulation provides a framework, parts of FAR 91.185 (e.g., implying holding at non-IAF clearance limits) are widely considered impractical and disruptive for ATC, who prefer predictable actions like proceeding directly onto an expected approach.
Pilots retain the authority under FAR 91.3(b) to declare an emergency and deviate from prescriptive regulations to prioritize safety and efficiently land, a practical approach often favored by pilots and beneficial for ATC.

See a mistake? Contact us.

A reader wrote us recently about a pinch he found himself in during an IFR flight. He departed Easterwood Field (KCLL) destined for David Wayne Hooks Memorial (KDWH) in Houston. His departure clearance was “cleared to David Wayne Hooks Airport via radar vectors.” Easy enough. KDWH was his clearance limit.

Handed to the final Houston Approach controller, he requested direct JIDUK, the IAF for the RNAV RWY 35L approach. The controller issued, “expect the RNAV RWY 35L approach, proceed direct JIDUK, descend and maintain 2000 feet.”