Let's assume you are on the GQE R-137 about five miles northwest of the final
approach course, and you are at 3000 feet.
After my takeoff to the south and likely initial heading to the southeast, either of these approach options mean I would have to fly seven to 10 miles north before a turn west and eventual vector into the final
approach course (unless the reason for my return involved communications failure, in which case I'd have to fly even further for the full approach).
This approach included a holding pattern in order to align ourselves with the final
approach course. Reaching the holding waypoint heading outbound, I noticed what I thought was a smudge on the windscreen.
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After overshooting the final
approach course by 20 degrees, the pilot rolled wings level at .8 miles, 200 feet above the water with 60 knots ground speed.
The RNAV (GPS)-A approach has a final
approach course that's offset from the runway by around 12 degrees and a standard three-degree descent angle.
Joining the final
approach course inbound, I'll configure the airplane and slow to approach speed--I use 110 KIAS and partial flaps, gear up, in the airplanes I usually fly.
As we intercepted the final
approach course and began our descent, we noticed that the visibility was worse than forecasted.
At any rate, there will be a healthy crosswind on the intermediate approach leg and a robust tailwind on the final
approach course, sending you on one heckuva left downwind for 23.