On Thu, 06 Oct 2005 00:12:01 -0700, Ron Garret
wrote:

In article ,
Ron Rosenfeld wrote:

On Mon, 03 Oct 2005 18:33:31 -0700, Ron Garret
wrote:



Where does it state that the determination as to when a course reversal is
necessary is to be made by the pilot?

91.3(a)?


But you need to be in an emergency situation to deviate from the other
rules of Part 91. I try to not allow my SIAP's deteriorate to that point
:-))


The procedure turn is described in the textual description of a SIAP as
published by the FAA and interpreted graphically by the chart makers (Jepp
and NACO, for the most part).

I didn't know there were textual descriptions. Where can I find those?


I don't know of any web source for these. So far as I know, they are
available for inspection at FAA Headquarters Building, 800 Independence
Avenue, SW., Washington, DC 20591; the FAA Regional Office of the region in
which the affected airport is located; or the Flight Inspection Area Office
which originated the SIAP.

They are also available for purchase at the FAA Public Inquiry Center
(APA-200), FAA Headquarters Building, 800 Independence Avenue, SW.,
Washington, DC 20591; or the FAA Regional Office of the region in which the
affected airport is located.


OK, so say you're flying AVX V21 SLI FUL. Fullerton ATIS says the VOR-A
is in use. Then you lose comm. What would you do and why?


Being more familiar with Jepp charts, and having to rely on NACO charts for
that approach, perhaps I am missing some subtlety.

But assuming a non-emergency situation, not getting into the discussion of
what to do at SLI if you're ahead of your ETA, and also assuming IMC, I
would maintain the V21 MEA of 4000' until reaching SLI. At SLI I would
execute a racetrack type procedure turn on the SE side of the final
approach course, descending to 2600'. Passing SLI inbound I would cross
BWALT at or above 1500' and then continue my descent to the MDA and land if
I met the requirements of 91.175 and the runway were clear.

As to why? I would do that because that's how that SIAP is charted, and I
am obliged to follow the rules absent an emergency situation.

There is no provision I see for descending to the MEA prior to SLI absent
an emergency. (And the descent gradient from SLI--KFUL far exceeds the
acceptable TERPs standards).

If it were an *emergency* situation, and I had to get on the ground ASAP,
it would be both appropriate and safe to use the MSA altitude of 2800' when
within 25 NM of SLI. At one mile or so from SLI, I would descend so as to
cross SLI at 2600' and then continue straight in.


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