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NOTE.
Some approach charts have an arrival holding pattern depicted at the IAF using a “thin line” holding symbol. It is charted where holding is frequently required prior to starting the approach procedure so that detailed holding instructions are not required. The arrival holding pattern is not authorized unless assigned by Air Traffic Control. Holding at the same fix may also be depicted on the enroute chart. A hold.in.lieu of procedure turn is depicted by a “thick line”  symbol, and is part of the instrument approach procedure as described in paragraph 8. (See U. S. Terminal Procedures booklets page G1 for both examples.)
8.1.6 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.

FIG ENR 1.5.9

8.2 Limitations on Procedure Turns
8.2.1 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 executive a procedure turn.
8.2.2 When a teardrop procedure turn is depicted and a course reversal is required, this type turn must be executed.
8.2.3 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.
NOTE.
See paragraph 1.3.2.1, Airspeeds.
8.2.4 The absence of the procedure turn barb in the plan view indicates that a procedure turn is not authorized for that procedure.

Federal Aviation Administration Twentieth Edition
9. RNP SAAAR Instrument Approach Procedures
These procedures require authorization analogous to the special authorization required for Category II or III ILS procedures. Special aircraft and aircrew authorization required (SAAAR) procedures are to be conducted by aircrews meeting special training requirements in aircraft that meet the specified performance and functional requirements.
9.1 Unique characteristics of RNP SAAAR Approaches
9.1.1 RNP value. Each published line of minima has an associated RNP value. The indicated value defines the lateral and vertical performance require-ments. A minimum RNP type is documented as part of the RNP SAAAR authorization for each operator and may vary depending on aircraft configuration or operational procedures (e.g., GPS inoperative, use of flight director vice autopilot).
9.1.2 Curved path procedures. Some RNP ap-proaches have a curved path, also called a radius.to.a.fix (RF) leg. Since not all aircraft have the capability to fly these arcs, pilots are responsible for knowing if they can conduct an RNP approach with an arc or not. Aircraft speeds, winds and bank angles have been taken into consideration in the development of the procedures.
9.1.3 RNP required for extraction or not.
Where required, the missed approach procedure may use RNP values less than RNP.1. The reliability of the navigation system has to be very high in order to conduct these approaches. Operation on these procedures generally requires redundant equipment, as no single point of failure can cause loss of both approach and missed approach navigation.
9.1.4 Non.standard speeds or climb gradients.
RNP SAAAR approaches are developed based on standard approach speeds and a 200 ft/NM climb gradient in the missed approach. Any exceptions to these standards will be indicated on the approach procedure, and the operator should ensure they can comply with any published restrictions before conducting the operation.
9.1.5 Temperature Limits. For aircraft using barometric vertical navigation (without temperature compensation) to conduct the approach, low and high.temperature limits are identified on the procedure. Cold temperatures reduce the glidepath angle while high temperatures increase the glidepath angle. Aircraft using baro VNAV with temperature compensation or aircraft using an alternate means for vertical guidance (e.g., SBAS) may disregard the temperature restrictions. The charted temperature limits are evaluated for the final approach segment only. Regardless of charted temperature limits or temperature compensation by the FMS, the pilot may need to manually compensate for cold temperature on minimum altitudes and the decision altitude.
　
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