AIM 

4/20/23

 

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34

Arrival Procedures

where only Category A or helicopter aircraft are to be operated or increased to as much as 15 miles to
accommodate high performance aircraft.

4.

A teardrop procedure or penetration turn may be specified in some procedures for a required course

reversal. The teardrop procedure consists of departure from an initial approach fix on an outbound course
followed by a turn toward and intercepting the inbound course at or prior to the intermediate fix or point. Its
purpose is to permit an aircraft to reverse direction and lose considerable altitude within reasonably limited
airspace. Where no fix is available to mark the beginning of the intermediate segment, it must be assumed to
commence at a point 10 miles prior to the final approach fix. When the facility is located on the airport, an aircraft
is considered to be on final approach upon completion of the penetration turn. However, the final approach
segment begins on the final approach course 10 miles from the facility.

5.

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. For a hold

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in

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lieu

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of

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PT, the holding pattern

direction must be flown as depicted and the specified leg length/timing must not be exceeded. 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.

6.

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.

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

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lieu

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of a procedure turn, the maximum holding pattern airspeeds apply.

REFERENCE

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AIM, Para 5

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3

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8j2, Holding.

4.

The absence of the procedure turn barb in the plan view indicates that a procedure turn is not authorized

for that procedure.

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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.