if the altitude change requires more than 500 fpm, the pilot
should request the extra turns. Further the pilot should
not be rushed, if not properly established the options are
to request extra turns or go missed. At a busy airport, the
miss may be needed because of traffic, at a place where you
are the only traffic, ATC will approve what ever you need.

A pilot should know his limitations and those of his
airplane. If you have a lot of altitude to loose, you know
that before you get to the fix and should ask for time and
distance to allow this. Most controllers will as a routine
clearance authorize long legs on the initial clearance if
the airplane is not already at the initial approach
altitude.


"Sam Spade" wrote in message
...
| Jim Macklin wrote:
| You are officially "in the hold" the first time you
cross
| the fix {in this case the NDB or a VOR} and if you're
| established on the inbound course after intercepting the
| course after your teardrop or direct entry, you can
proceed
| inbound or you have the option at pilot's discretion to
go
| around until you're established and ready.
|
| If the hold is for course reversal in lieu of a procedure
turn (bold
| type, and you have been cleared for the approach, you are
only allowed
| one circuit in the hold unless you obtain a clearance for
more than one
| circuit.
|
| (AIM 5-4-9 a 4)
|