Procedure Turn

seagull said:
Parallels the outbound course (which is why they CALL it that!).
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Trying to track the outbound course actually causes problems by making it more difficult to intercept the inbound course. You'll intercept the inbound course closer the fix, if at all.
 
BobDDuck said:
Unless you are talking about being below 6000 feet, then I'm not following you.
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Holding pattern entry speeds increase with altitude, procedure turn entry speeds do not. You mentioned "full procedures", which suggests you were talking about PT's, but you could have been referring to hold-in-lieus.
 
Rocketman99 said:
Reference for that please?
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AIM

5-4-9. Procedure Turn
a.
...

2. When the approach procedure involves a procedure turn, a maximum speed of not greater than 200 knots (IAS) should be observed from first overheading the course reversal IAF through the procedure turn maneuver to ensure containment within the obstruction clearance area.
 
Rocketman99 said:
Nor I, or if I did I completely forgot.
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I think years ago the max speed was 250 knots, but the ALPA TERPS committee found that at those indicated speeds at certain altitudes and winds, aircraft would exceed the protected areas.

Wally Roberts, one-time chairman of said committee, said in his article "When It's Time to Reverse Course",
For you jet jocks, 250 knots is way too fast to enter a PT. At high density altitudes, you can run out of airspace real fast, particularly when the wind is on your tail outbound (not an unusual event considering you're more often than not setting up for a final approach into the wind). Since 200 knots is the maximum for a jet course-reversal holding pattern, why not standardize on the same maximum speed for a PT?

​
This was obviously prior to the AIM reducing the entry speed to 200 knots.
 
B767Driver said:
Some version of Honeywell FMS in most Delta jets. I really have no idea what algorithms are used...but it appears that the FMS knows where it needs to go...the outbound and inbound legs...and it does what it needs to do to get there. It always ends up in the proper place...but watching it get there, sometimes, is interesting.
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I despise Honeywell FMS. The Collins box in the CRJ was lightning-quick and could fly a beautiful holding pattern. The Honeywell box in the 717, on the other hand, we refer to as the "dual Commodore 64s." The thing takes 30 seconds to calculate a simple VNAV path if you change the speed, and it lumbers all over the sky trying to figure out how to enter a hold. Collins has Honeywell beat by a mile.
 
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