not required to question pilots to determine if they have permission to land at a private airfield or to use
procedures based on privately owned navigation aids, and they may not know the status of the navigation aid.
Controllers presume a pilot has obtained approval from the owner and the FAA for use of special instrument
approach procedures and is aware of any details of the procedure if an IFR flight plan was filed to that airport.
k. Pilots should not rely on radar to identify a fix unless the fix is indicated as "RADAR" on the IAP. Pilots
may request radar identification of an OM, but the controller may not be able to provide the service due either
to workload or not having the fix on the video map.
l. If a missed approach is required, advise ATC and include the reason (unless initiated by ATC). Comply with
the missed approach instructions for the instrument approach procedure being executed, unless otherwise
directed by ATC.
REFERENCE-
AIM, Para 5-4-21, Missed Approach.
AIM, Para 5-5-5, Missed Approach.

5-4-8. Special Instrument Approach Procedures
Instrument Approach Procedure (IAP) charts reflect the criterissociated with the U.S. Standard for Terminal
Instrument [Approach] Procedures (TERP), which prescribes standardized methods for use in developing IAPs.
Standard IAPs are published in the Federal Register (FR) in accordance with Title 14 of the Code of Federal
Regulations, Part 97, and are available for use by appropriately qualified pilots operating properly equipped and
airworthy aircraft in accordance with operating rules and procedures acceptable to the FAA. Special IAPs are
also developed using TERPS but are not given public notice in the FR. The FAA authorizes only certain
individual pilots and/or pilots in individual organizations to use special IAPs, and may require additional crew
training and/or aircraft equipment or performance, and may also require the use of landing aids, communications,
or weather services not available for public use. Additionally, IAPs that service private use airports or heliports
are generally special IAPs. FDC NOTAMs for Specials, FDC T-NOTAMs, may also be used to promulgate
safety-of-flight information relating to Specials provided the location has a valid landing area identifier and is
serviced by the United States NOTAM system. Pilots may access NOTAMs online or through an FAA Flight
Service Station (FSS). FSS specialists will not automatically provide NOTAM information to pilots for special
IAPs during telephone pre-flight briefings. Pilots who are authorized by the FAA to use special IAPs must
specifically request FDC NOTAM information for the particular special IAP they plan to use.
5-4-9. Procedure Turn and Hold-in-lieu of Procedure Turn
a. A procedure turn is the maneuver prescribed when it is necessary to reverse direction to establish the aircraft
inbound on an intermediate or final approach course. The procedure turn or hold-in-lieu-of-PT is a required
maneuver when it is depicted on the approach chart, unless cleared by ATC for a straight-in approach.
Additionally, the procedure turn or hold-in-lieu-of-PT is not permitted when the symbol "No PT" is depicted
on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when
conducting a timed approach from a holding fix. The altitude prescribed for the procedure turn is a minimum
altitude until the aircraft is established on the inbound course. The maneuver must be completed within the
distance specified in the profile view. For a hold-in-lieu-of-PT, the holding pattern direction must be flown as
depicted and the specified leg length/timing must not be exceeded.
NOTE-
The pilot may elect to use the procedure turn or hold-in-lieu-of-PT when it is not required by the procedure, but must first
receive an amended clearance from ATC. If the pilot is uncertain whether the ATC clearance intends for a procedure turn
to be conducted or to allow for a straight-in approach, the pilot must immediately request clarification from ATC (14 CFR
Section 91.123).

1. On U.S. Government charts, a barbed arrow indicates the maneuvering side of the outbound course on
which the procedure turn is made. Headings are provided for course reversal using the 45 degree type procedure
turn. However, the point at which the turn may be commenced and the type and rate of turn is left to the discretion

Arrival Procedures

5-4-31