At least where I fly, most instrument approaches now use a Hold In Lieu of Procedure Turn (HILO). The "full procedure" now consists of a turn in the hold before proceeding inbound.
In the example above (click to embiggen), if a pilot is northeast of EYWOK and receives the following clearance from Seattle Approach:
Cessna 123AB, proceed direct EYWOK, maintain 3000 until established, cleared for the ILS Yankee approach at Paine Field.
Are they required to fly the course reversal, or can they proceed inbound on the final approach course immediately upon reaching EYWOK and fly direct to ITIPE? If not, what instruction must be received in order to skip the HILO procedure?
Yes, with this procedure you are required to fly the procedure turn unless you are flying the CVV transition (which is notated as NoPT), are receiving vectors to final, or receive a clearance for a "straight-in approach" over EYWOK. If you are cleared direct to the final approach fix, none of these apply (but remember that you can always request a straight-in approach if you don't want to do the course reversal)!
(j) Limitation on procedure turns. In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specifies "No PT," no pilot may make a procedure turn unless cleared to do so by ATC.
The AIM states:
4. If proceeding to an IAF with a published course reversal (procedure turn or holdinlieu of PT pattern), except when cleared for a straight in approach by ATC, the pilot must execute the procedure turn/holdinlieu of PT, and complete the approach.
5. If cleared to an IAF/IF via a NoPT route, or no procedure turn/holdinlieu of PT is published, continue with the published approach.
6. In addition to the above, RNAV aircraft may be issued a clearance direct to the IAF/IF at intercept angles not greater than 90 degrees for both conventional and RNAV instrument approaches. Controllers may issue a heading or a course direct to a fix between the IF and FAF at intercept angles not greater than 30 degrees for both conventional and RNAV instrument approaches. In all cases, controllers will assign altitudes that ensure obstacle clearance and will permit a normal descent to the FAF. When clearing aircraft direct to the IF, ATC will radar monitor the aircraft until the IF and will advise the pilot to expect clearance direct to the IF at least 5 miles from the fix. ATC must issue a straightin approach clearance when clearing an aircraft direct to an IAF/IF with a procedure turn or hold-in-lieu of a procedure turn, and ATC does not want the aircraft to execute the course reversal.
7. RNAV aircraft may be issued a clearance direct to the FAF that is also charted as an IAF, in which case the pilot is expected to execute the depicted procedure turn or holdinlieu of procedure turn. ATC will not issue a straightin approach clearance. If the pilot desires a straightin approach, they must request vectors to the final approach course outside of the FAF or fly a published “NoPT” route. When visual approaches are in use, ATC may clear an aircraft direct to the FAF.
At least where I fly, most instrument approaches now use a Hold In Lieu of Procedure Turn (HILO). The "full procedure" now consists of a turn in the hold before proceeding inbound. In the example above (click to embiggen), if a pilot is northeast of EYWOK and receives the following clearance from Seattle Approach: Cessna 123AB, proceed direct EYWOK, maintain 3000 until established, cleared for the ILS Yankee approach at Paine Field. Are they required to fly the course reversal, or can they proceed inbound on the final approach course immediately upon reaching EYWOK and fly direct
Let's say that we're directly west of CATLI and have been cleared direct CATLI for the RNAV approach. We load the approach into the GNS430 and proceed direct the fix. After crossing CATLI outbound for the hold-in-lieu-of-procedure-turn, we realize that we want to stay in the hold for a few more turns. How do I tell the 430 that I don't want it to sequence to ZAMGI upon arrival at CATLI?
from the AIM: AIM 5-4-9: The procedure turn or hold-in-lieu-of-PT is a required maneuver when it is depicted on the approach chart, unless cleared by ATC for a straight-in approach. Additionally, the procedure turn or hold-in-lieu-of-PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when... miles from WOKOL bearing approximately 320), and I had been cleared to WOKOL for the RNAV 36. I am assuming ATC did not explicitly tell me to do a procedure turn. What am I supposed to do when I get
On this approach plate, the holding pattern shown is depicted for a missed approach: However, in the notes, it says to Descend to 6000 in holding pattern. even though you should only climb to 4700 feet, according to the missed approach procedure: Climb to 3000 via 166° bearing then climbing left turn to 4700 direct DUT NDB/DME and hold. What does the note actually mean (especially since it seems to be implying you would be higher than 6000 on the missed approach procedure)?
I have a question regarding this Missed Approach Procedure Im in my final approach segment and reach DME 1.1 and the runway is not in sight so I start my Missed approach, how should it be executed? Since I have to hold I'd start a tear drop entry turning to heading 125° and then left turn intercepting 275° course inbound. This option sounds viable to me I first do a right 360° as charted (???) and going to the VOR and then starting probably a parallel entry into the hold. This doesn't sound viable to me Textual description is also clear about that 360° If it 1.) why would they chart
, and yet I have never seen anyone do a 360 or a similar maneuver while on final here (and who would want to do that in the valley anyway??). Example 2 - KTEB Clearance: N1234, Cleared for the ILS Runway 6 Circle Runway 1 Approach, cleared to land runway 1 If I fly the ILS (localizer and glideslope) until reaching circling minimums, especially in a category C or D airplane... are two examples of situations where it would be very useful, and both are real life clearances that I have gotten multiple times: Example 1 - KASE Clearance: N1234, Cleared for the VOR/DME-C
proceeding on course. Question: If I receive an IFR clearance along the lines of "*N1234, cleared to XXX as filed, climb and maintain...." and I didn't file any kind of departure, am I expected to fly...Buried away in the front matter of the FAA charts is a section titled "IFR TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES". Note that this is not a graphical departure procedure that is in with the rest of the approach plates. Knoxville, TN (KTYS) contains the following departure procedure in that section: DEPARTURE PROCEDURE: Rwy 5L, climb heading 048° to 3400 before proceeding
So the answer in my mind is "of course pilots can fly circling approaches at non-towered airports" (seriously, I could swear that I've done it before, but then again I can't think of any specific examples....). That is, until I ran across this little tidbit in the Air Traffic Control Order while researching another question: 4-8-6. CIRCLING APPROACH a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers. So then the question becomes, why do they have circling minimums at non-towered airports?? No tower here. ATC
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss
Most ILS approaches include localizer minimums that can be used if the glideslope transmitter or receiver fails. For example: In this case, to fly the ILS you would intercept the glideslope just before PRAIZ and fly the 3 degree glideslope down to minimums. If we were cleared for the ILS approach, but we instead wanted to ignore the glideslope and fly the LOC only approach1 (for whatever reason: training, practice, etc.), could we do that without specific ATC approval since it is on the same chart and says "ILS or LOC"? 1 We could fly the LOC only approach by crossing PRAIZ at 2,200