I have been reading in the faa handbook and still dont grasp.

[fscof_king_air]

“The procedure turn”. I understand “vors, dme, Ils, nav
I and II”. But when i see examples of flying inbound to a field vor then outbound on a certain radial then make a specific procedure turn. I know flying instrument into KASE it states on the app plate this is required for a specific entrance into the approach area.

Is there link with text and hopefully some associated pics to help paint a picture.

Any links suggested info is appreciated.

Thank you.


Mark.








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[fscof_king_air]

In the FAA Handbook it was chapter 5 around page 35. I thought this might help.

Thanks










System:
p-4@2.8 HTT

1 gig ram

1st v-card ATI 9800 pro @ 128

2nd v_card ATI 9000 pro @ 128

Hard Drives = 120 and secondary is 40.

Hard ware=
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[tlkelley]

Try here: http://member.newsguy.com/~flight/xp...l/lessons.html
or here: http://www.stoenworks.com/Aviation%20home%20page.html
or here: http://www.navfltsm.addr.com/index.htm

Maybe those will help.

[FITZY]

Try this link. It can be flaky and sometime returns an error, but keep trying. Speed up the demos to about 10X and click on the red oval that says "You have control" to give the aircraft to the instructor.

http://www.professionalpilot.ca/ifr_...approaches.htm

[fscof_king_air]

To be more to the point. There are several procedure turns listed in the referenced chapter. When a particular approach requires procedure turn dose it matter which one you perform as the ones in this chapter return you around to the same place.

Thanks


System:
p-4@2.8 HTT

1 gig ram

1st v-card ATI 9800 pro @ 128

2nd v_card ATI 9000 pro @ 128

Hard Drives = 120 and secondary is 40.

Hard ware=
PFC Cirrus II, external radio stack, pedals

[flyinggriffin]

If a plate shows you a racetrack pattern, you have to do this course reversal not a regular procedure turn. Otherwise you can do whatever way works best for you to get turned around and established inbound. You could even do a racetrack pattern reversal if you wanted to even when not depicted. The racetrack pattern reveral keeps you in closer but increases your workload.

The two keys for me doing a procedure turn is to know the wind and direction of the turn. You turn the wrong direction and you could have a very bad day. The wind is vital because its very easy to end up overshooting the inbound course with strong winds aloft. Throw in a descent on the turn and you can let the plane get ahead of you. You overbank to rush the turn, let the descent rate get away from you and end up in an unusual attitude.

[fscof_king_air]

Thanks. I am still processing this especially due to the responce below.

I guess nothing is in stone, which may explian my frustration.

Thanks this was a great example.



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[Amtran618]

All flygriffon meant was if the chart shows a racetrack pattern procedure turn, as Aspen does, than you don't have a choice for the type of PT, you must do the racetrack pattern PT.

Say were coming into Aspen from the south, you're going to pass over red table and enter the racetrack pattern by either teardrop, parallel or direct, I'll let you tell me what kind of entry it would be from the south, anyway enter it and get turned around and fly downhill to Aspen.

[fscof_king_air]

Amtran,


Comming from the south and cleared for chartered visual flight procedure

(( (CVFP) (will pretent we just left Gunnison, taking some skieres that have split there vaction between Crested Butte and Aspen) )),

you could fly the Roaring Fork Visual RNY 15 (FAA U.S. Terminal Procedures) as in this example we are chartered to fly this goroup of 8 with enough money to afford us, LOL.


Other wise as GA I would think the red table vor for a good entrance into the decent sequence, or since ASE is towered controled I may be intructed to another fix.

If I remember correctly on the plates (I am at work they are at home), since the proximity of ASE and EGE and the red table and the eagle vor's are so close there are times when you will be intructed to a hold and this requires a PT.

Otherwise as a GA flying in with all ok with the weather and the guys in the tower in a good mode (just kidding here) I would start approaching from red table VOR. You need to remember the LOC from this approach is way offset, to see what I mean enter the LOC frequency after setting up for approach at red table then set your AP for APR, (at this time put you head between you legs and kiss your back side bye bye,LOL) it dose help drive home the word offset LOC.



Mark.


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p-4@2.8 HTT

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2nd v_card ATI 9000 pro @ 128

Hard Drives = 120 and secondary is 40.

Hard ware=
PFC Cirrus II, external radio stack, pedals

[Amtran618]

No it doesn't matter which type of PT you do, most pilots are taught the 45 turn out and time one minute and turn 180 back to intercept the final approach crs, I like the 80/260 turn because there is no timing. Lets pretend we are flying into Hilo and the radar is out of service, the weather is 100 overcast and a half mile visibility. We're inbound on victer airway 22 which is the 067 radial of hilo, and we're at 2500', ATC tells us to maintain 2500' until established on a published segment of the approach and clears us for the ILS 26 approach. I'm going to stay on the airway until I pass over hilo than I would turn left to heading 050 until intercepting the localizer, once on the loc begin a descent to 1800', fly past vewes to 13 DME and make an 80 degree right turn to 159 than make an immideate 260 degree left turn back to 259 and I should roll out on the loc, the procedure turn is complete now fly the approach.

The KASE chart is below also, it does matter which type of PT you do on this approach, if it shows a race track PT you have to do it that way.


http://www.flightsim.com/dcforum/Use...d20f35db13.gif