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.

FMI: Aero-Tips