Procedure Turn

"Paul Tomblin" wrote in message
...

Are you saying you can't be cleared direct to a navaid unless you're in
radar contact?


Pretty much, not if the navaid is beyond altitude and distance limitations.



Why not?


The short answer is because them is the rules, see paragraphs 4-1-1 and
4-1-2 of FAA Order 7110.65 at this link:

http://www.faa.gov/atpubs/ATC/Chp4/atc0401.html

A more useful answer is navaid reliability. Sure, VOR reception is
line-of-sight, and we all know they can be received at distances greater
than indicated in the table. But the further you get from any given navaid
the closer you may be getting to another navaid using the same frequency, so
limits have to be set. Those limits can be relaxed when you're in radar
contact because ATC can nudge you back on course if you stray.

In a previous article, "Steven P. McNicoll" said:
"Paul Tomblin" wrote in message
...

Are you saying you can't be cleared direct to a navaid unless you're in
radar contact?


Pretty much, not if the navaid is beyond altitude and distance limitations.

Why would you assume that the navaid is ALWAYS beyond altitude and
distance limitations? Surely there must be *some* approaches where you
could be coming in at nearly the right course and altitude if you were
cleared directly to the navaid from a nearby intersection or airway? I
was going to say the NDB 28 at PEO from PTAKI intersection, but realized
that because the navaid is on the field you wouldn't know when to descend
to the MDA without some independent way of knowing you were within 10
miles of the field.


--
Paul Tomblin http://xcski.com/blogs/pt/
"Tech Services - We Aim To Please, We Shoot To Kill"
-- H. Wade Minter, ASR

"Paul Tomblin" wrote in message
...

Why would you assume that the navaid is ALWAYS beyond
altitude and distance limitations?


I'm not. I'm assuming if the navaid is within altitude and distance
limitations and the course via that navaid coincides with the FAC the SIAP
would include an NoPT segment from that navaid because it is easy and useful
to do so.



Surely there must be *some* approaches where you
could be coming in at nearly the right course and altitude if you were
cleared directly to the navaid from a nearby intersection or airway?


Find an example and we'll discuss it.

Why would you assume that the navaid is ALWAYS beyond altitude and
distance limitations? Surely there must be *some* approaches where you
could be coming in at nearly the right course and altitude if you were
cleared directly to the navaid from a nearby intersection or airway? I
was going to say the NDB 28 at PEO from PTAKI intersection, but realized
that because the navaid is on the field you wouldn't know when to descend
to the MDA without some independent way of knowing you were within 10
miles of the field.

Being cleared direct-to inside an IAF is not in accordance with air traffic policy. If
they want you to go straight-in and in the process bypass a pertinent IAF, then they
must vector you to "final" in accordance with 7110.65, 5-9-1.

Otherwise you, as PIC, are required to begin an IAP at an IAF. If that IAF is followed
by NoPT routing, then you go straight-in. If not and a course reversal is charted you
do the course reversal.

References: FAA legal interpretation from November 1994 (on Summit Aviation CD) and
related AIM material.