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been delegated to the tower.
22. Timed Approaches From a Holding Fix
22.1 Timed approaches may be conducted when the
following conditions are met:
22.1.1 A control tower is in operation at the airport
where the approaches are conducted.
22.1.2 Direct communications are maintained
between the pilot and the center/approach controller
until the pilot is instructed to contact the tower.
22.1.3 If more than one missed approach procedure
is available, none requires a course reversal.
22.1.4 If only one missed approach procedure is
available, the following conditions are met.
22.1.4.1 Course reversal is not required.
22.1.4.2 Reported ceiling and visibility are equal to
or greater than the highest prescribed circling
minimums for the instrument approach procedure.
22.1.5 When cleared for the approach, pilots shall
not execute a procedure turn. (See 14 CFR
Section 91.175j.)
22.2 Although the controller will not specifically
state that “timed approaches are in progress,” the
assigning a time to depart the final approach fix
inbound (nonprecision approach) or the outer marker
or the 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 the fix used in lieu of the outer marker and the
airport.
22.3 Each pilot in an approach sequence will be
given advance notice as to the time he/she 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 his/her flight path to
leave the fix as closely as possible to the designated
time. (See FIG ENR 1.5−30.)
31 JULY 08
ENR 1.5−54 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
FIG ENR 1.5−30
Timed Approaches from a Holding Fix
ONE MINUTE
FLYING TIME
APPROXIMATELY 5 MILES
12:03 CLEARANCE RECEIVED
:04 INITIAL TIME
OVER FIX
1000 FT.
1000 FT.
1000 FT.
1000 FT.
:06 1/2
:07 REPORT
LEAVING FINAL
APPROACH TIME
:05 1/2
:05
30 SEC.
REPORT LEAVING
PREVIOUS ALTITUDE FOR
NEW ASSIGNED ALTITUDE
LOM LMM
AIRPORT
EXAMPLE−
At 12:03 local time, in the example shown, a pilot holding, receives instructions to leave the fix inbound at 12:07. These
instructions are received just as the pilot has completed turn at the outbound end of the holding pattern and is proceeding
inbound toward the fix. Arriving back over the fix, the pilot notes that the time is 12:04 and that there are 3 minutes to lose
in order to leave the fix at the assigned time. Since the time remaining is more than two minutes, the pilot plans to fly a race
track pattern rather than a 360 degree turn, which would use up 2 minutes. The turns at the ends of the race track pattern
will consume approximately 2 minutes. Three minutes to go, minus 2 minutes required for the turns, leaves 1 minute for level
flight. Since two portions of level flight will be required to get back to the fix inbound, the pilot halves the 1 minute remaining
31 JULY 08
AIP ENR 1.5−55
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
and plans to fly level for 30 seconds outbound before starting the turn back to the fix on final approach. If the winds were
negligible at flight altitude, this procedure would bring the pilot inbound across the fix precisely at the specified time of
12:07. However, if expecting headwind on final approach, the pilot should shorten the 30 second outbound course somewhat,
knowing that the wind will carry the aircraft away from the fix faster while outbound and decrease the ground speed while
returning to the fix. On the other hand, compensating for a tailwind on final approach, the pilot should lengthen the
calculated 30 second outbound heading somewhat, knowing that the wind would tend to hold the aircraft closer to the fix
while outbound and increase the ground speed while returning to the fix.
23. Contact Approach
23.1 Pilots operating in accordance with an IFR
flight plan, provided they are clear of clouds and have
at least 1 mile flight visibility and can reasonably
expect to continue to the destination airport in those
conditions, may request ATC authorization for a
“contact approach.”
23.2 Controllers may authorize a “contact approach”
　
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