![]() ![]() An aircraft is considered established when it is: Meaning the turn to final should permit LOC capture before G/S capture.Īnd from Volume I − Flight Procedures Sixth Edition, 2018 (p. when vectoring to intercept the final approach course or track, the final vector will meet the following conditions enable the aircraft to be established on the final approach course or track, in level flight for at least 3.7 km (2.0 NM) prior to intercepting the glide path or vertical path for the selected instrument approach procedure (pp. the pilot should not be required to complete a turn on to final approach at distances less than will in the case of instrument approaches, permit the aircraft to be established on final approach prior to interception of the glide path, as detailed in PANS-OPS, Volume I, Section 4, Chapter 5, 5.2.4, "FAF crossing". All this when you’ve just crossed the FAF and should be descending to a point hazardously close to the ground.From Volume III − Aircraft Operating Procedures First Edition, 2018: If you enter direct-to the FAF, the GPS will wait until crossing that fix and then do its calculations to annunciate LPV or LNAV or even “approach unavailable.” It will also instantly change the full-scale CDI deflection from 1 NM to 0.3 NM or less. The GPS can’t do its pre-approach, signal-quality magic until it’s on a published leg of the approach. You should never enter direct to the FAF in your GPS. That’s not to say it can’t happen in the wild, but know you’re playing with fire if the controller allows it. If you want to hit a point just (barely) outside the FAF, you could ask for a clearance direct to the FAF on an RNAV approach, but this isn’t exactly kosher. That works great if you’re approaching such that you can just continue inbound for the approach. 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. In practice, however, we might exercise a bit more self-determination tempered by situational awareness. ![]()
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