I'm hoping one or more of you instrument pilots (or controllers) could help
me with an IAP question. The airport involved is RKW, which is Rockwood,
Tennessee. The IAP in question is the VOR/DME RWY 22 into Rockwood. If you
have the plate or know the procedure, I hope you can help me out.

RKW airport lies about 2 miles west of the common Atlanta (ZTL)
ARTCC/Knoxville (TYS) Tracon boundary. Center owns the airport, but because
of the close proximity to TYS airspace, Center has to coordinate with Tracon
for clearances in and out of RKW unless the aircraft is arriving from the
east. TYS coordinates with Center for RKW arrivals from the east, and TYS
issues the approach clearance, as most of the IAP lies within TYS airspace.

Here's the situation. I'm instructing a newbie on the radar. We're working
combined sectors and we're busy working the main bang out of Atlanta on
our other freq. We have a RKW arrival from the east, an Army UH60/G. Route
of flight is Asheville NC direct RKW, a 30 minute delay at RKW, and then on
to Fort Campbell KY. The aircraft whopping along at 6,000 and "PLA RKW" is
in remarks on his flightplan. There is a large thunderstorm sweeping south
over the Knoxville airport and the TYS controllers are busy holding their
own arrivals for the storm to pass. To ease their workload, TYS calls my
trainee and begs him to work the approach into RKW. The trainee agrees
(good training experience). Good experience for me too, as I don't get to
work east arrivals into this airport very often.

The aircraft checks on at 6000 with a request. We issue the CSV altimeter
and take the request. The request is "Center, Army 569 would like to shoot
the full VOR/DME 22 into Rockwood, followed by a missed approach and a ten
minute hold at MINES and then on to Campbell." My guy and I do a quick
huddle as we dig out the chart.

Normally I would have keyed the mic and asked the pilot what he was going
to do when he asked for the "full" approach, but I sit behind my trainee
when he works the radio. I can over-ride him, but he's a Yank from
Pennsylvania and I'm from the Low Country of SC. Our accents are as
different as night and day, and the last thing I wanted to do was let all of
the Delta pilots on our other freq know they were dealing with a trainee.
Like dogs, they work in packs, smell fear and love to shred new meat. I try
to stay off the radio when I train.

The MIA for the area is 5000. The trainee clears the aircraft to "Descend
and Maintain 5000, cleared direct MINES, I have your request for the
approach". This is followed a minute later with:

"Army 569, twelve miles northeast of Rockwood, cross MINES at 5000 inbound,
cleared VOR/DME Runway 22 approach Rockwood, report established on the
approach."

Look at the plate. The aircraft is approaching MINES on about a 270
heading. He's maybe ten miles due east from MINES when he checks on with
his request for the approach and we clear him -MINES. I am expecting the
aircraft to proceed to MINES at 5000, turn left to intercept the HCH 060R
inbound, and fly down the approach on a 240 track towards the airport, doing
a drive and dive. In the event, the aircraft proceeds to MINES, turns left
all the way around to a 060 heading, and flies one turn in the published
holding pattern at MINES. Somewhere in the trip around the pattern, he
calls established on the approach. We put him on the CTAF, he does his
thing, later misses as planned and life goes on.

My question concerns the course reversal at MINES. If you were flying this
approach from due east of MINES, "cleared approach", what do you do at MINES
to get on the approach course?

Thanks,

Chip, ZTL