01. Course Reversals or Racetrack
What is a course reversal?
A course reversal is a procedure turn or a base turn.
When course reversals or racetracks are used
Procedure designers can revert to course reversals if no usable initial, intermediate or final approach fix is available. If even a course reversal procedure can not be designed (e.g. because the required airspace becomes too big) a racetrack will be the procedure to be designed.
Course reversals and racetracks in approach segment theory
The way racetracks and course reversals fit into the approach segment theory, is, that they are considered as initial approaches. In the case of course reversals or racetracks an intermediate approach segment may not be available. In that case final approach begins when established on the final approach track.
How to fly a course reversal or racetrack
Actual procedures are used as the basis. Also indicated are the differences between the company and ICAO procedure. Note, that the ICAO procedure is used to determine protected airspace; the company-preferred procedure falls within the limits of the ICAO one.
02. Procedure Turn
Piloting limitations
Tracking tolerance: VOR ± 2.5°, NDB ± 3°, headings ± 15°.
Established: VOR/ILS less than 0.5 scale deflection; NDB within 3° of inbound track.
Speeds: Min 120, Max 140 CAT B; Min 160, Max 240 CAT C; Min 185, Max 250 CAT D.
Bank: Min 25° in initial/intermediate approach. Min 15° in MISAP.
Procedure turn timing and displacement
Adjusting the procedure turn timing as indicated in the procedure will result in a longitudinal displacement of point ‘D’. This displacement can be prevented by an additional correction on outbound timing before point ‘T’ of 3 sec for each 1° drift on outbound leg.
Wind correction example
Example: TAS 200 kt.
VOR-T: 54 sec.
Correction for wind per 10 kt on track component: 12 sec.
Tailwind on outbound leg: 5 kt.
1° drift correction in procedure turn direction.
Corrections:
- For 5 kt tailwind: time VOR-T decreased by 12 : 2 = 6 sec.
- For crosswind: a) time VOR-T decreased by 2(°drift) × 3 = 6 sec; b) after ‘T’: 2(°drift) × 4½ = 9 sec added to 1 min 15 sec.
Timings after corrections: VOR-‘CRK’-T = 54 – 6 – 6 = 42 sec.
After ‘T’: 1 min 15 sec + 9 sec = 1 min 24 sec.
Summary crosswind correction
For each 1° drift correction in procedure turn direction: add 3 sec after ‘T’ and subtract 3 sec before ‘T’.
For each 1° drift correction opposite procedure turn direction: subtract 3 sec after ‘T’ and add 3 sec before ‘T’.
03. Base Turn
Base turn example
The example shows the base turn procedure, protected airspace, final approach track and missed approach information. The chart annotations indicate the applicable timing and heading corrections.
Piloting limitations
Tracking tolerance: VOR ± 2.5°, NDB ± 3°, headings ± 15°.
Established: VOR/ILS less than 0.5 scale deflection; NDB within 3° of inbound track.
Speeds: Min 120, Max 140 CAT B; Min 160, Max 240 CAT C; Min 185, Max 250 CAT D.
Bank: Min 25° in initial/intermediate approach. Min 15° in MISAP.
04. Racetrack
Racetrack example
The racetrack example shows the published procedure, protected airspace, missed approach information and the applicable holding exception.
Piloting limitations
The chart provides the applicable tracking, established, speed and bank limitations for the procedure.
Differences: holding/racetrack
The chart includes differences between racetrack and holding, including speed and entry conditions.
05. DME Arc
When DME arc procedures are used
When no practical solutions can be found using the other available procedures as discussed before, the authorities may revert to DME arc procedures.
DME arc example
The procedure shows tracking outbound on a radial, checking DME distance, turning to the arc, maintaining heading and continuing the turn according to the bearing pointer indications.
Crosswind reference technique
If a crosswind is blowing the aircraft away from the facility, establish the reference ahead of the wing tip. If a crosswind is blowing the aircraft towards the facility, establish the reference behind the wing tip.