Reach IAF prior to being cleared for approach
01-18-2011, 01:07 PM
#1
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Reach IAF prior to being cleared for approach
Let's assume I'm on the following approach: RNAV (GPS) RWY 17
ATC clears me direct to BECAR for the approach and descends me to 3000. What am I supposed to do if I reach BECAR before anyone clears me for the approach? Would I just proceed inbound on the approach and await a clearance, or if I see that I am going to cross it without an approach clearance should I query ATC?
Thanks
ATC clears me direct to BECAR for the approach and descends me to 3000. What am I supposed to do if I reach BECAR before anyone clears me for the approach? Would I just proceed inbound on the approach and await a clearance, or if I see that I am going to cross it without an approach clearance should I query ATC?
Thanks
Last edited by techaviator13; 01-18-2011 at 02:01 PM.
01-18-2011, 01:52 PM
#2
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I don't see WAGTA on that approach.
In general if you reach your clearance limit without a further clearance, you enter a standard hold on your inbound course to your clearance limit. You should attempt to obtain an additional clearance prior to that, but if you can't raise them, that's what you do. If you go completely NORDO, then there are additional procedures to follow after your ETE has expired.
In general if you reach your clearance limit without a further clearance, you enter a standard hold on your inbound course to your clearance limit. You should attempt to obtain an additional clearance prior to that, but if you can't raise them, that's what you do. If you go completely NORDO, then there are additional procedures to follow after your ETE has expired.
01-18-2011, 02:52 PM
#3
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I would continue on the approach course but maintain my altitude until ATC is queried and an clearance or lower altitude is issued. If it appears you are lost comm, continue to fly the approach as published.
01-18-2011, 04:15 PM
#4
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Here's my take...
I would continue on the course but maintain altitude. Query ATC, if you wait too long you will not be able to descend in time and will have to go missed.
I would agree with holding at the IAF ONLY if that was your clearance limit. That was probably not the case, your clearance limit was most likely the airport, and you were cleared "direct to" BECAR. "Direct To" does not constitute a clearance limit if you had already been cleared to the airport.
You were probably also at some point told to expect the RNAV GPS 17...that constitutes authority to continue on that horizontal course unless otherwise directed. You can't descend until cleared approach. It also gives you authority to shoot the approach if you go lost comms.
I would continue on the course but maintain altitude. Query ATC, if you wait too long you will not be able to descend in time and will have to go missed.
I would agree with holding at the IAF ONLY if that was your clearance limit. That was probably not the case, your clearance limit was most likely the airport, and you were cleared "direct to" BECAR. "Direct To" does not constitute a clearance limit if you had already been cleared to the airport.
You were probably also at some point told to expect the RNAV GPS 17...that constitutes authority to continue on that horizontal course unless otherwise directed. You can't descend until cleared approach. It also gives you authority to shoot the approach if you go lost comms.
01-18-2011, 06:37 PM
#5
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Thanks for the input. The reason I ask is because yesterday I was flying my first instrument approach in actual without an instructor and I looked down at the GPS and was .5 NM from the IAF and had not yet been cleared for the approach. I wasn't sure exactly what to do so I just started the turn inbound on the approach and queried the controller. She quickly responded with a clearance as if she had forgotten about me. I just wanted to make sure I acted correctly.
01-18-2011, 08:24 PM
#6
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Originally Posted by techaviator13
Thanks for the input. The reason I ask is because yesterday I was flying my first instrument approach in actual without an instructor and I looked down at the GPS and was .5 NM from the IAF and had not yet been cleared for the approach. I wasn't sure exactly what to do so I just started the turn inbound on the approach and queried the controller. She quickly responded with a clearance as if she had forgotten about me. I just wanted to make sure I acted correctly.
Seriously.
Most of the time when being vectored for the approach, you will be given the final intercept and an approach clearance at pretty much the same point. In the typical trainer, you might hear, "3 miles from MYFIX, turn right heading 320, maintain 3000 until established, cleared for..."
If I didn't hear that, when I knew from my GPS that I was 2 miles from the OM, I'd query.
Without that, there's really no authority for doing anything other than continue on the last-assigned altitude and heading. In your situation it worked out because the controller probably forgot you or was busy with something else, but wanted you to turn inbound. But it could as easily have been that ATC wanted you to cross the FAC for traffic and was going to re-vector you from the other side.
01-19-2011, 02:39 AM
#7
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Originally Posted by NoyGonnaDoIt
Query earlier.
But it could as easily have been that ATC wanted you to cross the FAC for traffic and was going to re-vector you from the other side.
But it could as easily have been that ATC wanted you to cross the FAC for traffic and was going to re-vector you from the other side.
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