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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.
5. A procedure turn is not required when an
approach can be made directly from a specified
intermediate fix to the final approach fix. In such
cases, the term “NoPT” is used with the appropriate
course and altitude to denote that the procedure turn
is not required. If a procedure turn is desired, and
when cleared to do so by ATC, descent below the
procedure turn altitude should not be made until the
aircraft is established on the inbound course, since
some NoPT altitudes may be lower than the
procedure turn altitudes.
AIM 8/5/04
5−4−26 Arrival Procedures
b. Limitations on Procedure Turns.
1. In the case of a radar initial approach to a final
approach fix or position, or a timed approach from a
holding fix, or where the procedure specifies NoPT,
no pilot may make a procedure turn unless, when final
approach clearance is received, the pilot so advises
ATC and a clearance is received to execute a
procedure turn.
2. When a teardrop procedure turn is depicted
and a course reversal is required, this type turn must
be executed.
3. When a holding pattern replaces a procedure
turn, the holding pattern must be followed, except
when RADAR VECTORING is provided or when
NoPT is shown on the approach course. The
recommended entry procedures will ensure the
aircraft remains within the holding pattern’s
protected airspace. As in the procedure turn, the
descent from the minimum holding pattern altitude to
the final approach fix altitude (when lower) may not
commence until the aircraft is established on the
inbound course. Where a holding pattern is
established in−lieu−of a procedure turn, the maximum
holding pattern airspeeds apply.
REFERENCE−
AIM, Holding, Paragraph 5−3−7j2.
4. The absence of the procedure turn barb in the
plan view indicates that a procedure turn is not
authorized for that procedure.
5−4−10. Timed Approaches from a Holding
Fix
a. TIMED APPROACHES may be conducted
when the following conditions are met:
1. A control tower is in operation at the airport
where the approaches are conducted.
2. Direct communications are maintained between
the pilot and the center or approach controller
until the pilot is instructed to contact the tower.
3. If more than one missed approach procedure
is available, none require a course reversal.
4. If only one missed approach procedure is
available, the following conditions are met:
(a) Course reversal is not required; and,
(b) Reported ceiling and visibility are equal
to or greater than the highest prescribed circling
minimums for the IAP.
5. When cleared for the approach, pilots shall
not execute a procedure turn. (14 CFR Section
91.175.)
b. Although the controller will not specifically
state that “timed approaches are in progress,” the
assigning of a time to depart the final approach fix
inbound (nonprecision approach) or the outer marker
or fix used in lieu of the outer marker inbound
(precision approach) is indicative that timed
approach procedures are being utilized, or in lieu of
holding, the controller may use radar vectors to the
Final Approach Course to establish a mileage interval
between aircraft that will insure the appropriate time
sequence between the final approach fix/outer marker
or fix used in lieu of the outer marker and the airport.
c. Each pilot in an approach sequence will be given
advance notice as to the time they should leave the
holding point on approach to the airport. When a time
to leave the holding point has been received, the pilot
should adjust the flight path to leave the fix as closely
as possible to the designated time.
(See FIG 5−4−14.)

　
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