VOR RWY 5 into Casa Grande, AZ, has a coincident hold fix/FAF at the Stanfield VOR. The hold is depicted in bold.

Casa Grande is a non-towered field with ILS, VOR and GPS approaches located in close proximity to Phoenix and at least 11 flight schools, it gets pretty lively! Practice approach traffic stacks up at 500′ intervals – similar to the description above by Mr. Stup – with each aircraft reporting FAF inbound, stepping down and what altitude they are leaving and entering the hold.

The volume of IFR training and ‘practice approaches’ into Casa Grande and the infrequency of actual IFR WX means that the hold is a very busy and essential part of traffic flow and coordination. Thus, the issue of straight-in or hold-in-lieu very rarely becomes an issue.

Never saw one that was part of the approach procedure, and not instead a holding pattern there as the missed segment.

I would love to see an example of a hold at the FAF which is printed in bold. I doubt it exists except as a misprint.

4. A holding pattern in lieu of procedure turn may be specified for course reversal in some procedures. In such cases, the holding pattern is established over an intermediate fix or a final approach fix. The holding pattern distance or time specified in the profile view must be observed. Maximum holding airspeed limitations as set forth for all holding patterns apply. The holding pattern maneuver is completed when the aircraft is established on the inbound course after executing the appropriate entry. If cleared for the approach prior to returning to the holding fix, and the aircraft is at the prescribed altitude, additional circuits of the holding pattern are not necessary nor expected by ATC. If pilots elect to make additional circuits to lose excessive altitude or to become better established on course, it is their responsibility to so advise ATC upon receipt of their approach clearance.

The other answer I have heard is that you have to complete the entry and then do one turn around the hold; Having passed the holding fix three times.

Any thoughts.

We’d clear the lowest aircraft for the instrument approach and have them report leaving their assigned altitude. Once we received that report, we’d tell the next lowest aircraft in the stack to descend and maintain the altitude just vacated by the lowest aircraft and have him report leaving his assigned altitude. We’d continue up the stack dropping each aircraft, in the holding pattern, by 1,000′ as soon as the aircraft below them reported leaving their assigned altitude.

In my opinion, the holding pattern at the IAF still remains a device to allow ATC to safely maintain an orderly flow of traffic into an airport in the unlikely event of total radar failure. Under normal circumstances, I don’t think it is necessary to enter the hold in a functioning clarification.

Respectfully submitted,

Ron Stup