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Ron Rosenfeld wrote:
> Well, the AIM says you gotta cross the IAF, or the navaid on which the PT
> turn is predicated, before you can consider yourself to be on the heavy
> black line (in the situation we're discussing). Reason being there's no
> other TERPS approved flight-checked method to know when you're on the PT
> segment.

What about a radar fix? If a controller tells me I'm 5 miles from HERNY,
is that not sufficient? I'll have to read the AIM section you're quoting,
but I'm pretty sure it only applies in a non-radar environment.

> I think that we can survive shortcuts in many of the procedures we perform.
> But these rules were set up to help us avoid premature descent into
> obstacles in ALL situations, and are supposed to work all the time. If you
> are shooting the NDB approach, there really isn't any TERPS approved,
> flight-checked method to know when you are within the PT zone until after
> you've crossed HERNY.

This would be true in a non-radar environment. But if the controller TELLS
me that I'm in the zone then I'm probably in the zone. Being told I'm 5
miles out and knowing that I'm on the final approach course is proof enough
that I'm within 10 miles and on a part of the PT. I can descend.

If I was cleared from some random point direct HERNY for the full approach,
then yes I would have to cross HERNY and start my entry to the hold before
descending below my last assigned altitude.

> Using other NAV equipment might work, unless there's
> something flaky about that NAV equipment in that local environment, which
> you might not know since it hasn't been flight checked, and isn't a part of
> the procedure.

Correct. You can't invent your own fixes. They have to be part of the
charted procedure.

--
William LeFebvre
Mooney 4074H
wnl@groupsys.com

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