XJT interview question
 

OK, the infamous "you're 50 miles out at FLXXX and cleared for the approach".

My answer: ask for clearance to an altitude at MSA or higher to a fix on the approach, preferably where I can decend in a hold there if need be.

Anyone have a better answer for this one?

First question- why are you calling the field from 50 miles out?!?

If you've been cleared for the approach, altitude is at your discretion. You don't need to be cleared to a lower altitude. Proceed via your own nav to a point within the traffic pattern and commence descent to landing.

Aha! But I suspect we're talking about IMC.

umm, maybe I am missing something but what is the question?

They're saying you're cleared for the approach 50 miles out because the scenario is in Mexico.

just tell them when you cross the FAF 8,000ft too high, "Sometimes you make it, sometimes you dont" ;) hahaha classic

Since you are cleared the approach, you don't need further clearance to a lower altitude or to a fix. You are already cleared to the initial approach fix, and to an altitude no lower than the one published at the IAF.

You're right though, since you're only 50 miles out (from the field or from the IAF?) and may require an excessive descent rate, you may want to request holding at the IAF or another point where holding is published in order to lose some altitude.

However, holding isn't really a good solution since it = wasted time/gas/$$$, so do what you need to do to lose that altitude both before and during the approach.

Oh. Right. Sorry I don't do that. :p

My plane gets dirty in the clouds. Plus the turbulence spills the passengers wine and makes dinner service so difficult. :D

funniest thing i've heard in a while

I was given the VOR/DME-2, Rwy 26 approach into Mazatlan, with that same scenario.

The answer I gave was to descend in the hold over the VOR, until reaching the minimum holding altitude of 4000, as published, and then just fly the approach.

The idea is to ensure terrain clearance. It sounds as if they often simply "drop" you, and leave you own your on for the approach in Mexico. Most of the approaches I looked at, down there, had a VOR on the field, and a "TMA", (sort of like Class B, or the old TCA), within a 30nm ring or so around the VOR.

Disclaimer: I speak only from my interview experience. I have never flown IFR in Mexico, or part 121. Hopefully someone with more experience will chime in and help. But, FWIW, they gave me the job.

CloudPilot57: "umm, maybe I am missing something but what is the question?"

It's a "What would you do?" (WWYD) type of interview question. They want to know when and how you will descend, in order to transition from the enroute phase to the published approach, if ATC "leaves you hangin'".