IFR question

[200Above]

Here's the question:

Your flying to Earlton ON and your flying with a certified GPS. Lets say your cleared for an approach and your inbound from the south, can you legally go direct KAVRU followed by a left turn inbound towards the YXR beacon and descend down to 1600' like you would normally do as if you did a procedure turn?

I've had many different answers. I'm only using this airport as an example, I've never been there, but there are many airports like this which have a GPS waypoint on the approach and have been told you can go direct the waypoint and turn towards the BCN and it neglects having to do a procedure turn?

To me, the above procedure is not legal as I did not fly a procedure turn. Also, KAVRU is a fly-by wpt, and not labeled or indicated as an IAF.

I may be over thinking this but can someone shed some light on what they would do in the above situation.

Here's a link to the plate:

http://charts.ivao.ca/CAP4/CYXR.pdf (scroll down to NDB RWY 26)

[AuxBatOn]

To me, the above procedure is not legal as I did not fly a procedure turn. Also, KAVRU is a fly-by wpt, and not labeled or indicated as an IAF.

I may be over thinking this but can someone shed some light on what they would do in the above situation.

Here's a link to the plate:

http://charts.ivao.ca/CAP4/CYXR.pdf (scroll down to NDB RWY 26)

Remember, the goal of the procedure turn is to put you in a position where it will be safe to descent to a lower altitude on the final approach course. In that case, you can do that by navigating with your approved GPS to KAVRU. It is legal since KAVRU has been assessed and the approach is approved for an overlay.

So, go direct KAVRU at 3000'. Take some manoevering aisrpace to make the more-than-90 degree turn. Once past KAVRU, descend to 1600', pass the FAF, descend to 1200.

In fact, I could argue that descending, on the Final approach course, 10 NM out to 1600 is safe.

[200Above]

agreed,

now how about this,
1. direct kavru
2. right turn to 035 for 45 sec.
3. right turn to 215 to intercept 260 degree track to NDB
4. decent to 1600 once within 10 degrees of 260 track inbound
5. over BCN decent to 1300

would that be `legal`

[AuxBatOn]

If you stay within 10NM of the NDB (if you elected to descend do the Procedure Turn altitude once passing KAVRU), then yes, it is legal. But I fail to see why you would do that, since you could do the exact same thing going to the NDB vice KAVRU.

[Isis]

Remember the point of a procedure turn is to position the aircraft accordingly for the approach. Always respect minimum altitudes for your sector when descending IMC.

A straight-in approach is allowed providing you receive clearance (where appropriate), establish yourself on the inbound course prior to the FAF, and are able to descend safely within the means of the aircraft (over KAVRU at 10,000', I'd do a PT to lose altitude)

[C-GPFG]

If you're cleared for AN approach, and weather permits, do the contact approach.

If the weather doesn't allow a contact approach, like Isis said, I'd ask for the straight-in via KAVRU. But I don't see "No PT" on the plate, so I wouldn't count on it.

If you can't get that, then a PT must be done.

[FlaplessDork]

I'm cleared for "an" approach, the whole approach is mine and protected and I'll fly it efficiently. Depending on where I am coming from this means either going to KAVRU for a straight in from the east, or from the west a full procedure off the NDB. I bet KAVRU if you did the math would set you up close to 3 degree glide path at 2200' to the runway and if you have LNAV+V just follow the needles down and you wont blow minimums.

[navajo]

Remember that CARS can be interpreted differently by different people.

I was talking to TC about a VOR/DME approach where the VOR is the FAF.

I asked the inspector if it was legal to do a straight in VOR approach and go down to the FAF altitude within the PT distance (10 NM) if "no pt" was not written on the chart. The guy told me it was really dangerous do to that and as a pilot, safety should be my first concern and if I was caught to do that, I would expose myself to a big fine etc....

Of course, the guy couldn't explain to me why it was dangerous to do that. He told me it was dangerous because "no pt" was not written on the chart..... ohhh, I seeeee.... I just think it's sad to hear so much incompetence from TC. TC let me work 14 hours a day for 27 days in a row (because there's no more than 9 people in my airplane), will give me a big fine if I forget my pilot license, but doesn't want me to do a straight in VOR/DME approach to gain 5 min of sleep that night... (I'm not talking about me, I love my schedule!).

Shame on you TC...