The prevalence of RNAV approaches means it’s common to get direct to a fix along the approach and a clearance instead of a vector. Request approach clearance now.” If you’re the only aircraft queued up for the approach, that just might work. We’d like to turn ourselves onto the localizer when we’re ready. You could even try, “Approach, Cirrus Two Fox Tango. Request heading 220 now to join the localizer and approach clearance.” Because you’re asking, the restrictions about distance outside the final approach fix are removed (including in bad weather). “Portland Approach, Cirrus Two Fox Tango. You could preemptively request the final heading and clearance rather than waiting. Suppose you see rapid closure while still a ways out on the base leg. Now watch the situation and, if necessary, be proactive. If you can, give map icon a track vector that shows where you’ll be in one minute at your current groundspeed. This is simple with a moving map or tablet. Part of a thorough approach briefing if you’re getting vectors should be what this base heading will be, so you can assess your closure rate when you turn on that heading. If the pilot requests an intercept that’s closer than normal, ATC can vector to intercept inside the gate but no closer than the final approach fix.īack to the situation on the base leg with a tailwind. If the weather is good enough, ATC can cut the turn tighter but not closer than the gate. There are exceptions to that required distance.
The “splat,” as it’s called, that appears on the controller’s scope is like waving at the waiter-and doesn’t require waiting for a break in radio communications. The simplest technique is just pushing ident on the transponder. I’d also do my best to get a heads-up to the controller. I’m not saying that’s what you should do. Vectors through the localizer.”īecause the first situation is so much more likely than the latter, if the controller is busy with other aircraft, or if I’m at a remote airport where I know the little blip representing me is out in the back 40 of the controller’s scope, I’d start the turn. Controllers must tell us if they want us to cross the inbound course. The other is the situation has changed and the controller plans to vector us through the inbound course and has forgotten to tell us that. There are really two possibilities in this situation: One is that the controller got distracted and wants us to turn. You won't have been the first plane to fly that approach from your direction of flight.In practice, however, we might exercise a bit more self-determination tempered by situational awareness. It would be rare that ATC hasn't figured this out already. If the course reversal is awkward or impractical, you should clarify with ATC that you are or are not expected to fly the PT. But if ATC just clears you to DUCKS without any other instructions, you are likely expected to fly the course reversal. ATC would not send you on a course reversal if you are within 30 degrees of the final approach course. If you are in ATC contact and aligned with the LOC on your present course, you are likely going to be vectored in. It will be clear which is which when you are flying it. In the other case you are being vectored to the final approach course. Alternatively, ATC would simply vector you to intercept the final approach course at 30 degrees or less a few miles outside of DUCKS: "3 miles from DUCKS, maintain 3100 until established, cleared for LOC 9 approach." In one case you are expected to find DUCKS on your own and fly there directly. In your case, if you are "cleared to DUCKS, maintain 3100 until established, cleared for the LOC 9 approach" you would fly to DUCKS and fly the procedure turn to reverse course, descending to 2400 once established inbound to DUCKS. some GPS approaches with T-shaped approach segments) to avoid PTs and HILPTs when flying by your own navigation. Some approaches have more elegant IAFs (e.g. Procedure turns and holds in lieu of procedure turns (HILPTs) are included in approaches to allow for a course reversal to the final approach course when cleared to the IAF.
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