Aero-Tips!
A good pilot is always learning -- how many times have you heard
this old standard throughout your flying career? There is no truer
statement in all of flying (well, with the possible exception of
"there are no old, bold pilots.") It's part of what makes aviation
so exciting for all of us... just when you think you've seen it
all, along comes a scenario you've never imagined.
Aero-News has called upon the expertise of Thomas P. Turner,
master CFI and all-around-good-guy, to bring our readers -- and us
-- daily tips to improve our skills as aviators, and as
representatives of the flying community. Some of them, you may have
heard before... but for each of us, there will also be something we
might never have considered before, or something that didn't
"stick" the way it should have the first time we memorized it for
the practical test.
It is our unabashed goal that "Aero-Tips" will help our readers
become better, safer pilots -- as well as introducing our
ground-bound readers to the concepts and principles that keep those
strange aluminum-and-composite contraptions in the air... and allow
them to soar magnificently through it.
Look for our daily Aero-Tips segments, coming each day to you
through the Aero-News Network. Suggestions for future Aero-Tips are
always welcome, as are additions or discussion of each day's tips.
Remember... when it comes to being better pilots, we're all in this
together.
Aero-Tips 05.03.06
In real-world Instrument Flight Rules (IFR) flying, we can
usually expect radar vectors to the final approach course (an
exception being T-style GPS approaches). Vectors-to-final is easy
to fly, and more importantly meets Air Traffic Control (ATC) goals
for getting airplanes onto the ground in the quickest time
possible.
There are times, however, when vectors-to-final won’t work
(examples: radar failure; airports where the Minimum Vectoring
Altitude is high because of distance from radar receivers). Other
times it may actually be quicker to fly something other than a
vector to the far side of the airport and return. In these cases,
you may want (or need) to fly a full procedure approach. And at
times, in lieu of a standard procedure turn, the procedure may
specify a holding pattern-style course
reversal.
(ABOVE: The holding pattern in lieu of a procedure turn on
this approach may be designed to keep airplanes away from nearby
restricted areas.)
Fly the Hold
A procedure turn usually includes airspace up to 10 nautical
miles from an identified fix. But at times there’s something
(obstacles, airways or approaches to other airports, restricted or
prohibited airspace) where controllers won’t give you that
much room to maneuver. If the procedure requires you stay closer to
the fix than 10 nm, it may instead depict a holding pattern in bold
print. The bold print tells you that the hold must be flown
(instead of a procedure turn or straight-in) if you’re called
upon to fly the full-procedure approach.
Note: The hold is at an Intermediate
Approach Fix or the Final Approach Fix, and aligned with the
approaches' inbound course. All holding pattern speed limitations
apply.
Common Error
You’re not required to fly the complete holding pattern.
Use the appropriate holding pattern entry to get established
inbound in the hold—and if you’re on speed, altitude
and airplane configuration (and you’re cleared for the
approach), continue inbound. The hold entry maneuver is merely a
method of getting lined up for final approach. It's a common error
to think you need to fly at least one complete trip around the
depicted hold before proceeding inbound on the approach.
Aero-tip of the day: A holding pattern-style
course reversal is simply a technique to line up on the approach
course while remaining relatively close to the depicted fix. If
you’re lined up and ready to go before reaching the fix, you
do not need to make a "full turn" in the hold.