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This question relates to the VOR-A approach at KBFL, approaching the IAF (EHF VOR) from the west on V248. The course inbound to EHF on V248 is 089 and the outbound course of the procedure is 324. If turning left to join the outbound course of 324 after crossing the IAF a turn through more than 125 degrees is required (and a considerable overshoot of the outbound course of the procedure would be expected on the "non-protected" side).

Secondly, there is a published hold for the missed approach fixed on EHF VOR. If an aircraft executed a missed approach with a right turn wide enough to approach EHF on a course coincident with V248, it would be well inside the direct entry sector requiring a right turn to enter the hold.

Going back to the aircraft inbound on V248 about to commence the approach: I assume standard procedure requires a left turn, but that exposes the aircraft to a considerable overshoot on the non-protected side. The published holding pattern requires a direct entry (right turn) if crossing EHF on a course coincident with V248, so can the same logic be used to decide that a right turn over the IAF is safer when commencing the approach from V248?

If the pilot decides that a right turn over the IAF is more appropriate to commence the approach, can the right turn be executed over EHF and would prior approval from ATC be required?

Interesting questions.

For the first one, the missed approach case...the missed approach point is 2.6nm from EHF. It shouldn't be hard to the fly the missed approach path as depicted on the chart, I would think, which would call for a parallel hold entry at EHF. Things would have to go awry for the aircraft to be west or northwest of EHF by the time they cross over it.

For the second one, do not worry about overshooting the approach track while heading outbound. If they were concerned about that, there would be a note saying that the arrival is not authorized for aircraft arriving on V248 from the west. No such note exists. If they meant for you to enter by the method that you're suggesting, then they would publish a HILPT at EHF, rather than the procedure turn listed there. Check out the VOR RWY 30 at LGB for an example of this, where SLI is the IAF. They show a HILPT rather than a regular procedure turn.

Overshoots are allowed and are not a sign that something is wrong. I would much rather fly a regular course reversal there, it's going to allow more time for the descent and will get you established considerably further prior to the FAF...overshoot be damned The nice thing about the regular PT is that there's plenty of time to fix the overshoot.

Keith,

So you're saying that you'd overfly EHF on V-248 and then effectively create your own procedure turn to the right to return to EHF, ensuring you're at 2500' and a heading of 324 as you cross back over EHF north-west bound?

-M.

No, just the opposite. I would fly on V-248, and make a LEFT turn at EHF to join the procedure outbound, fly for one minute, execute the course reversal, then join approach course inbound.

You could only make a RIGHT turn at EHF from V-248, afaik, if a HILPT was published at EHF. There is none, as I said above.

The goal is to join the approach course outbound the 'shortest' way possible, and that would be a left turn at EHF if you arrive from V-248. That's what I mean about not caring about the overshoot. That said, the only aircraft that are going to suffer from overshoot are /U aircraft, and those are increasingly rare. /A and /G can lead the turn.

The overriding theme is that I'm trying to remain NORTH of EHF while executing the course reversal, overshoot be damned. If you treat it as a direct hold entry by making a RIGHT turn at EHF, you're going to end up south of EHF during that manuevering, and that's not what the procedure is calling for.

This is all just my opinion, btw, I'm not qualified to state these as facts.

Followup: I took the opportunity to speak with a CFII this morning while providing tech support for a flight school (we were waiting for the sim to boot up). He concurred with the assessment. V-248...EHF...left turn, then execute course reversal west of the approach track.

So let me see if I've got this (and disregard leading the turn for a moment)

- Fly V-248 until you get positive indication of crossing EHF
- Start a standard-rate left turn and dial in R-324 on the OBI
- Continue the left turn to a heading of 300-ish and intercept the 324 radial.
- Roll the wings level and start a one-minute timer
- At timer expiration, execute the course-reversal, descend to 1800' and fly the approach

Is that the idea?

-M.

If the aircraft has DME or GPS you can lead the turn (E.G start your turn 1 DME so you directly intercept the outbound). You do not have to wait until you get positive indication of crossing EHF. If the aircraft does not have that equipment (/U) then you would follow the steps as you described.