Sky Park VOR or GPS-1 question

Another question about this approach (and I've seen similar apparent
ommisions on other approaches):

Why isn't the initial approach segment from PAWLING marked "NoPT"?

To me, it makes no more sense to do a PT when coming in over PAWLING
than it does when coming in over KINGSTON, yet the KINGSTON IAS is
marked "NoPT", and the PAWLING one isn't.

Is this just a charting error, or is there a subtlety that I'm
missing?

TIA for any info.

Tim.

On Thu, 03 Jun 2004 15:20:49 -0400, Roy Smith wrote:

The VOR or GPS-1 into Sky Park, NY (46N)
http://www.myairplane.com/databases/...s/05462VG1.PDF has a
note saying "Final approach from Saggi Int holding pattern not
authorized. Procedure turn required". What doesn't make sense about
this is that SAGGI is an IAF, and you're allowed to use a holding
pattern as a PT. So, what's the note all about?

It's also not clear why the PT and missed hold are charted on opposite
sides of the approach course. Let's say you flew the approach, missed,
and entered the hold at SAGGI. The weather got a bit better and you
were cleared for another approach. The maneuvering you've had to do is
absurd. The logical thing would be to just continue in the hold until
you were inbound to SAGGI and continue from there. But, no, you've got
to turn around again, intercept the approach course outbound, do a PT,
re-intercept inbound, and then proceed. What's the point?

This seems like the kind of approach I need to bring a student to, just
to see how they handle it.

On Thu, 03 Jun 2004 16:29:05 -0600, Tim Auckland wrote:

Another question about this approach (and I've seen similar apparent
ommisions on other approaches):

Why isn't the initial approach segment from PAWLING marked "NoPT"?

To me, it makes no more sense to do a PT when coming in over PAWLING
than it does when coming in over KINGSTON, yet the KINGSTON IAS is
marked "NoPT", and the PAWLING one isn't.

Is this just a charting error, or is there a subtlety that I'm
missing?

On my Jepp chart dtd 5/21/2004, the segment from PWL IS marked NoPT. So
probably the NACO chart is incorrect.


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

Thanks.

Tim.

On Thu, 03 Jun 2004 20:05:29 -0400, Ron Rosenfeld
wrote:

On Thu, 03 Jun 2004 16:29:05 -0600, Tim Auckland wrote:

Another question about this approach (and I've seen similar apparent
ommisions on other approaches):

Why isn't the initial approach segment from PAWLING marked "NoPT"?

To me, it makes no more sense to do a PT when coming in over PAWLING
than it does when coming in over KINGSTON, yet the KINGSTON IAS is
marked "NoPT", and the PAWLING one isn't.

Is this just a charting error, or is there a subtlety that I'm
missing?

On my Jepp chart dtd 5/21/2004, the segment from PWL IS marked NoPT. So
probably the NACO chart is incorrect.


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

Roy Smith wrote:

The VOR or GPS-1 into Sky Park, NY (46N)
http://www.myairplane.com/databases/...s/05462VG1.PDF has a
note saying "Final approach from Saggi Int holding pattern not
authorized. Procedure turn required". What doesn't make sense about
this is that SAGGI is an IAF, and you're allowed to use a holding
pattern as a PT. So, what's the note all about?

It's also not clear why the PT and missed hold are charted on opposite
sides of the approach course. Let's say you flew the approach, missed,
and entered the hold at SAGGI. The weather got a bit better and you
were cleared for another approach. The maneuvering you've had to do is
absurd. The logical thing would be to just continue in the hold until
you were inbound to SAGGI and continue from there. But, no, you've got
to turn around again, intercept the approach course outbound, do a PT,
re-intercept inbound, and then proceed. What's the point?

This seems like the kind of approach I need to bring a student to, just
to see how they handle it.

That note was removed from criteria several years ago. Obviously, this is
an old IAP and has not yet undergone the bimillium review. ;-)

So here's my swag on this. It looks as though the minimum
altitude on the east side of the final approach course is
2600, and they don't want you descending to 1800
on the east side. 2600 is the altitude inbound from
PWL and the holding altitude, but you are supposed
to cross SAGGI at 1800 on the final. Hence to get
to 1800 you have to fly the PT. Of course in real
life you could safely divebomb from 2600 to 1800
on the final approach course.

Flying as charted from PWL would be entertaining...
intercept the FAC, fly the hold then the PT before
finally crossing SAGGI at 1800.

John

"Roy Smith" wrote in message
...
The VOR or GPS-1 into Sky Park, NY (46N)
http://www.myairplane.com/databases/...s/05462VG1.PDF has a
note saying "Final approach from Saggi Int holding pattern not
authorized. Procedure turn required". What doesn't make sense about
this is that SAGGI is an IAF, and you're allowed to use a holding
pattern as a PT. So, what's the note all about?

It's also not clear why the PT and missed hold are charted on opposite
sides of the approach course. Let's say you flew the approach, missed,
and entered the hold at SAGGI. The weather got a bit better and you
were cleared for another approach. The maneuvering you've had to do is
absurd. The logical thing would be to just continue in the hold until
you were inbound to SAGGI and continue from there. But, no, you've got
to turn around again, intercept the approach course outbound, do a PT,
re-intercept inbound, and then proceed. What's the point?

This seems like the kind of approach I need to bring a student to, just
to see how they handle it.

I agree - it's the 2600ft holding pattern alt that's the problem.
Maybe the descent from 2600 ft is outside the specs for an approach?

Iain


"John Harper" wrote in message
news:1086385767.347955@sj-nntpcache-5...
So here's my swag on this. It looks as though the minimum
altitude on the east side of the final approach course is
2600, and they don't want you descending to 1800
on the east side. 2600 is the altitude inbound from
PWL and the holding altitude, but you are supposed
to cross SAGGI at 1800 on the final. Hence to get
to 1800 you have to fly the PT. Of course in real
life you could safely divebomb from 2600 to 1800
on the final approach course.

Flying as charted from PWL would be entertaining...
intercept the FAC, fly the hold then the PT before
finally crossing SAGGI at 1800.

John

"Roy Smith" wrote in message
...
The VOR or GPS-1 into Sky Park, NY (46N)
http://www.myairplane.com/databases/...s/05462VG1.PDF has a
note saying "Final approach from Saggi Int holding pattern not
authorized. Procedure turn required". What doesn't make sense about
this is that SAGGI is an IAF, and you're allowed to use a holding
pattern as a PT. So, what's the note all about?

It's also not clear why the PT and missed hold are charted on opposite
sides of the approach course. Let's say you flew the approach, missed,
and entered the hold at SAGGI. The weather got a bit better and you
were cleared for another approach. The maneuvering you've had to do is
absurd. The logical thing would be to just continue in the hold until
you were inbound to SAGGI and continue from there. But, no, you've got
to turn around again, intercept the approach course outbound, do a PT,
re-intercept inbound, and then proceed. What's the point?

This seems like the kind of approach I need to bring a student to, just
to see how they handle it.

In article t,
"Iain Wilson" wrote:

I agree - it's the 2600ft holding pattern alt that's the problem.
Maybe the descent from 2600 ft is outside the specs for an approach?

I had thought of that, but the PT outbound altitude is 2600 as well.
And since you are allowed to fly a racetrack for the PT, if it's OK for
the PT, it must be OK for the hold.

I was thinking about the descent from the FAF where they've specified 1800.
You'd be at 2600 in the hold and this might be outside the specs.

Iain


"Roy Smith" wrote in message
...
In article t,
"Iain Wilson" wrote:

I agree - it's the 2600ft holding pattern alt that's the problem.
Maybe the descent from 2600 ft is outside the specs for an approach?

I had thought of that, but the PT outbound altitude is 2600 as well.
And since you are allowed to fly a racetrack for the PT, if it's OK for
the PT, it must be OK for the hold.