I have heard the turn a few times. but what is a procedure turn? thanksAdam

>I have heard the turn a few times. but what is a procedure>turn? thanks>>>AdamIn a nutshell...In order to get oncourse to a non-precision instrument approach (and some precision approaches), a procedure turn allows for aligning up with the runway.At fix inbound to the runway heading and final approach, a pilot, usually coming from the opposite direction of the final approach course, will need to, under instruments, turn around to line up with the runway on the final approach course.The procedure turn was invented such that you make three turns to "turn around" and get on-course for the final approach.Outbound away from the final approach course, you first turn (usually left) 45 degrees. Then, you fly in that direction for a minute. Next, you turn right 180 degress. Then, after another minute has passed, you turn 45 degress to the right and intercept the final approach course.If this doesn't do it for you, perhaps this guy says it better: http://williams.best.vwh.net/smxgigpdf/smx2001b.pdf

The direction of the procedure turn is indicated on the approach plate and depending on any other traffic or terrain obstacles will be in the best direction for safety. The area on the boundary and within the PT is protected area assigned to the aircraft cleared for the terminal approach. When coming from some angles and depending on the direction of final, the PT may not be required. It should be noted that radar seperation may not be available once the approach is entered and you may not get vectored to the start of the procedure (initial approach fix or IAF) if radar is not available. In this case the pilot is responsible to get to the IAF which could be a defined intersection, then to the outbound fix which starts the outbound leg, fly outbound on the navaid course, and do the turn to inbound at the appropriate distance determined again by time, dme, or intersection, using the same navaid usually for guidance until intercepting if available a localizer, continue using the navaid that determined the outbound course but going inbound, or other procedure as advised on the horizontal and vertical guidance on the approach plate.In addition where because of terrain a straight in is not advisable and the enroute or transition altitude is higher than room for a reasonable decent rate allows, a PT can be used to lose altitude as well by descending outbound from the initial intial fix continuing to descend through the turn and then flying at the indicated altitude to start descent at the final approach fix whether on a precision glide slope, timed descent, or DME guided descent.It sounds harder than it really is.