On Sat, 01 Oct 2005 13:33:03 GMT, "Brad Salai"
wrote:

I wouldn't have guessed it from the language, but what you say makes a lot
of sense, and especially with the approach gradient issue, seems like the
safest way, so I at least will do it that way.

Just to be certain what you mean, coming in from the NW, straignt in, cross
BURDK, enter the hold and decend from 1900 to 1600 when established on the
inbound leg before reaching BURDK the second time? All this assumes no radar
vectors.


Well, coming from the NW there's no charted route until you get to BURDK of
which I am aware. So, unless ATC can clear you to a lower altitude, your
minimum IFR altitude would be controlled by 91.177 (ii) "In any other case,
an altitude of 1,000 feet above the highest obstacle within a horizontal
distance of 4 nautical miles from the course to be flown." 1900 would
probably be safe once you got to the area of the procedure turn, but that's
not precisely charted. If I were doing this from the NW, non-radar, I
would probably maintain at or above the MSA, which is a charted altitude,
until BURDK; then descend to 1900 outbound and 1600 inbound. (1900 might
be both safe and legal in the area to the NW that is not on the approach
plate, but I'd have to study sectionals to be sure).

Having said that, your clearance from ATC should give you the information.
Coming from the NW, it should go something like "Maintain at or above xxxx
ft until (some_fix); cleared for the VOR Rwy 13 approach". If you are
doing this non-radar, your clearance will likely be to ACY and not to
BURDK.



Ron (EPM) (N5843Q, Mooney M20E) (CP, ASEL, ASES, IA)