Instrument Tip: Time to turn

It starts with the regulations. FAR 91.175(j) stipulates the three cases where a procedure turn is not authorized, but gives no information about when it is required. A procedure turn is not authorized with a radar vector to a final approach course, a timed approach from a holding fix, or an approach where NoPT (no procedure turn) is specified. The assumption is that unless one of those three conditions exists, a procedure turn must be flown. Yet as soon as you dig into the Aeronautical Information Manual you realize that things are considerably more complicated.

The bulk of the procedure turn information is in section 5-4-9, and here are described many situations where a procedure turn should or should not be made. If you read the entire chapter you come to this conclusion: When a procedure turn is depicted on an instrument approach chart and you have been cleared for the approach without being on a radar vector to intercept the final approach course, you must fly the procedure turn (or its close cousin, the hold in lieu of a procedure turn) unless the chart specifically says not to.

Sometimes it’s hard to think about these things in the abstract, so here are three scenarios that cover some of the common procedure turn conundrums.

VOR or GPS Runway 25 at Santa Barbara Municipal

Let’s assume you’re flying from the San Marcus VOR and the controller says, “Maintain 6,000 feet until established, cleared VOR Runway 25 approach at Santa Barbara.” Do you fly the procedure turn?

This is one of the clearest examples of a situation in which you are expected and required to fly the procedure turn. The controller has cleared you for an approach, there is a barbed line on the approach course indicating a procedure turn, and without a vector you’d have no way to fly inbound.

Notice the altitude from the VOR is 6,000 feet, but the inbound altitude at ZACKS is 2,100 feet. You can see on the profile view that the procedure turn altitude floor is 3,000 feet. That means you can descend from 6,000 to 3,000 feet after crossing ZACKS outbound, and then down to 2,100 feet after established inbound. There’s no requirement on the distance you have to fly out from ZACKS, other than that you must remain within 10 miles. Base your outbound time and distance on the amount of time you’ll need to comfortably lose that 3,000 feet.

Go to the PDF.

RNAV GPS Y Runway 14 at Wichita Dwight D Eisenhower National Airport

You’re approaching the airport from the west and hear the clearance, “Cleared direct FEBIT, maintain 3,600 feet until established, cleared RNAV Y Runway 14 to Wichita.” Do you fly the hold in lieu of procedure turn when you reach CUMUM?

In short, no. Above the course line from FEBIT to CUMUM you can see the letters NoPT. Flying on the established intermediate leg between FEBIT and CUMUM, the controller will not expect, and you are not approved, to fly a procedure turn. That being said, if you feel things getting away from you—you’re too high, too fast, or not organized—you can always request a few turns at CUMUM. Ideally you would do this as early as possible so the controller has time to consider the request and accommodate it.

Any time you see NoPT on an established leg, don’t fly the procedure turn. Sometimes these notes are hiding, so look over the approach plate carefully. For example, the note for NoPT at CUMUM isn’t at the fix, it’s on the altitude circle below and to the left.

Go to the PDF.

ILS or LOC Runway 29 at Gainesville Regional Airport

You’re flying from the east on a heading of 270 and your last clearance was directly to the airport. The controller says, “Cleared direct WYNDS, maintain 1,700 until established, cleared ILS 29 at Gainesville.” Do you fly the hold in lieu of a procedure turn at WYNDS?

You do. This is one of the more head-scratching cases of procedure turns, but because the clearance was for the approach, and not a vector to intercept the localizer, you are required to fly to the initial approach fix and perform as the approach plate specifies. In this case that would mean flying direct to WYNDS, entering a hold, and flying one trip around the racetrack.

The antidote for such an inconvenient clearance is to speak up. Ask ATC for a straight-in approach or for a vector to the final approach course. Either clearance negates the requirement to fly a procedure turn.

This can be a confusing situation because typically for an approach like an ILS you will be on a radar vector and the controller will give you an intercept to the final approach course. It will come as something like, “Fly heading of 360, vectors to intercept the localizer.” With this instruction and the forthcoming approach clearance, you can fly straight in (go to the PDF).

The lesson in all this confusion is that communication is the key to managing expectations. It never hurts to confirm with the controller whether you need to do a procedure turn. Don’t be embarrassed to ask, because the alternative is much worse.

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