Unless you were "cleared straight-in" for the approach, when IMOMY is your IAF (as it was in this case) you are required to fly the course reversal, even if you can execute a direct entry. This is because the approach does not have terminal arrival areas labeled NoPT. So, yes, it was appropriate to fly the 6nm reversal.
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The pilot may elect to use the course reversal pattern when it is not required by the procedure, but must receive clearance from air traffic control before beginning the procedure. ATC should not clear an aircraft to the left base leg or right base leg IAF within a TAA at an intercept angle exceeding 90 degrees.
Pilots are also expected to fly the straight-in approach when ATC provides radar vectors and monitoring to the IF/IAF and issues a “straight-in” approach clearance; otherwise, the pilot is expected to execute the HILPT course reversal.
If given a choice, any course reversal should be preferred to the 80°/260°. In the example shown you should avail yourself of the full 3 minutes outbound allowed to give yourself enough time to intercept the course inbound.
The protected airspace for what is more properly called a course reversal is different under ICAO. The procedures in the United States have been more closely aligned with the ICAO though few of our domestic pilots know that or actually follow those rules. You should learn the ICAO procedures because they are required in most of the world.
You can fly a straight in approach as long as you don't interfere with someone flying a standard pattern. However, you mentioned flying over midfield to enter downwind. If you're crossing over midfield and turning directly into downwind, you're not flying a standard pattern.
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.
43) When may a pilot make a straight in landing, if using an IAP having only circling minimums? A straight in landing may be made if the pilot has the runway in sight in sufficient time to make a normal approach for landing, and has been cleared to land.
0:173:36Procedure Turn - When Do You Have to Do It?? - YouTubeYouTubeStart of suggested clipEnd of suggested clipThe only difference with the holding pattern in the published procedure turn is the ability toMoreThe only difference with the holding pattern in the published procedure turn is the ability to complete more than one lap should you need to lose more altitude.
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.
Once you are established (i.e. after FIXXX) you may descend in accordance with the published approach procedure. I have not experienced this, but an instructor brought up this possibility during a discussion on feeder routes.
Straight-in Minimums are shown on the IAP when the final approach course is within 30 degrees of the runway alignment (15 degrees for GPS IAPs) and a normal descent can be made from the IFR altitude shown on the IAP to the runway surface.
ie, at EGTK on the NDB/ILS, you can't descend below MSA until you are outbound on the procedure. Now in practice ATC will have dropped you to 3500 anyway.
The profile view depicts the missed approach point as the beginning of a dashed line, as shown above. It is generally located between the final approach fix and the airport. However, only one missed approach point is depicted, and each procedure may have two or three different missed approach points.
There are three generally recognized maneuvers related to the reversal procedure, each with its own airspace characteristics:i. A 45°/180° procedure turn. ... ii. A 180°/260° procedure turn. ... iii. A base turn.
IF is the Initial Fix leg that starts the approach (or transition). IAF is the Initial Approach Fix. This is a waypoint or navaid.
A holding pattern may be published/specified in lieu of a procedure turn as the preferred course reversal. Like the procedure turn itself, the hold usually is based on a final approach fix. As with any other hold, the distance or time specified must be observed.
If a speed restrictions is published at Leoni, the aircraft will slow to comply with the published speed.
At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance.
ATC must always issue complete holding instructions when pilots request them. If no holding pattern is charted and holding instructions have not been issued, the pilot should ask ATC for holding instructions prior to reaching the fix.
When an aircraft is 3 minutes or less from a clearance limit and a clearance beyond the fix has not been received, the pilot is expected to start a speed reduction so that the aircraft will cross the fix , initially, at or below the maximum holding airspeed.
Whenever aircraft are holding, ATC will usually provide radar surveillance of the holding airspace on the controller's radar display . The controller will attempt to detect any holding aircraft that stray outside the holding airspace and will assist any detected aircraft to return to the assigned airspace.
If a speed restrictions is published at Leoni, the aircraft will slow to comply with the published speed.
If ATC has assigned an altitude to an aircraft that is below the TAA minimum altitude, the aircraft will either be assigned an altitude to maintain until established on a segment of a published route or instrument approach procedure, or climbed to the TAA altitude. Circling.
Air traffic will assign an altitude to cross the waypoint/ fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR. Air traffic must ensure obstacle clearance when issuing a “descend via” instruction to the pilot.
Course reversals come in three flavors: the traditional procedure turn, the hold-in-lieu-of procedure turn (HILPT), and the teardrop (or penetration) turn. Regardless of the type of course reversal used, they all exist for the same basic reasons: allowing arriving aircraft, when necessary, to reverse direction and get established inbound on an initial, intermediate, or final approach course. They also give arriving aircraft an opportunity to lose excessive altitude while remaining within a defined area.
Last, look for where the thing ends. The procedure turn completion altitude is found at the end of the descending inbound line. (Not shown here.)
Timing of procedure turns can be a reference for spacing, but should not be followed blindly. Higher performance aircraft, strong winds aloft, or a shorter than usual procedure turn distance can cause a timed procedure turn to depart the protected airspace.
A common notion about procedure turns is that pilots are permitted to fly the course reversal however they choose, so long as they remain within the procedure-turn distance. Unlike HILPT or teardrop course reversals, pilots are given discretion in how they fly a traditional procedure turn. The 45/180 reversal is what’s depicted on government and Jeppesen charts, but other common variations include an 80/260 reversal, a teardrop, or a racetrack. These are certainly allowed, but the rules aren’t quite as lenient as they might seem.
LNAV (Lateral NAVigation) (aka GPS NPA) — A nonprecision approach that uses GPS and/or WAAS for LNAV. Lateral sensitivity does not increase as the aircraft gets closer to the runway. Pilots may use a WAAS-enabled GPS for LNAV, but WAAS is not mandatory. Vertical guidance is not provided.
LNAV+V is not the same as LNAV/VNAV or LPV. Pilots must use the barometric altimeter to meet all altitude restrictions. "LNAV+V" is not listed on a chart. However, it may appear when you load the approach if the GPS is compatible. The advisory glideslope does not always ensure obstacle clearance.
LNAV is not a fail-down mode for L P. LP will not be published with lines of minimums that contain approved vertical guidance (i.e., LNAV/VNAV or LPV). LP is the GPS equivalent of a localizer approach. Older WAAS receivers may not contain LP capability unless the receiver has been upgraded.
Aircraft with GPS and approach-certified Baro-VNAV can fly to LNAV/VNAV decision altitude (DA). WAAS-certified aircraft can fly to LP, LPV or LNAV/VNAV minimums. If for some reason WAAS becomes unavailable, all GPS or WAAS-equipped aircraft revert to the LNAV decision altitude.
Approaches that do not include vertical guidance are LOC, VOR, NDB, LDA and SDF, but should still be flown using the approach mode on the autopilot once established inbound. Pilots should note that Garmin GPS units will discontinue the digital signal on all non-GPS approaches once passing the final approach fix.
What I consider as most important on any autopilot is the ability to keep the wings level and fly a heading and altitude.
Autopilots use servos to translate electrical energy into mechanical outputs to fly the airplane. As a safety feature, it is necessary for the pilot to be able to overpower these servos so a safety or slip clutch is included as part of the servo.