That is true, if at the altitude. For example in the case
of the Hendrick crash, the BE 200 was at 5.000 and the
initial is 3600. Then the crew got lost over the LOM and
just did a 360 and never went outbound.



"Sam Spade" wrote in message
...
| Jim Macklin wrote:
|
| if the altitude change requires more than 500 fpm, the
pilot
| should request the extra turns. Further the pilot
should
| not be rushed, if not properly established the options
are
| to request extra turns or go missed. At a busy airport,
the
| miss may be needed because of traffic, at a place where
you
| are the only traffic, ATC will approve what ever you
need.
|
| A pilot should know his limitations and those of his
| airplane. If you have a lot of altitude to loose, you
know
| that before you get to the fix and should ask for time
and
| distance to allow this. Most controllers will as a
routine
| clearance authorize long legs on the initial clearance
if
| the airplane is not already at the initial approach
| altitude.
|
| If the pilot needs it, requests it, and is granted the
clearance, that
| is fine.
|
| But, if he arrives at the course reversal hold on
altitude, criteria
| will protect him from high descent rates.