Sounds like you are a controller or approach designer! Your comments have always been germane and on point, unlike many others. So maybe you can set me straight...

Wilma may be a feeder, but it is not an Intial Approach Point (IAP). That means if you filed to Wilma as the final point on your route, your next point is your destination. Thinking in terms of lost communication, which is a driver for many procedural practices... If you went from Wilma to one of the 2 initials (SLI or ALBAS) you have some predictability. If you go from Wilma to some place on the approach because you believe you can hack the intercept (which some proposed), you have less predictability. If you were shooting an approach at some airports that have several more feeders, then what is ATC supposed to do? Clear the airspace for a 25 NM radius?

Although I have never flown the approaches at FUL, I have been vectored with the instructions similar to what I mentioned at several places in the easter half of the country. WRT to the VOR-A at FUL, when arriving at WILMA, I would not be surprised to hear "descend to 2600 feet, turn to 090 and intercept the SLI 200 radial inbound, you are cleared for the VOR-A approach." 1500 feet came from the ALBAS IAP. I didn't see the asterisk before. My screwup.

wrote in message ...


Paul Lynch wrote:

Lots of posters are spouting ideas, regs, AIM citations, etc. but have not
looked at the approach plate. So lets do that.

Gee, I did that when I identified that segment as a feeder route.



1st... What is your flight plan route? Wilma is NOT part of the approach.
It is a feeder for the airport.

A feeder route is part of an IAP, and issued under Part 97 along with the other
segments of the IAP.



2nd... If you filed to Wilma, then the airport and went lost communications
and were IFR you would have to fly to an IAF and then commence the approach.
ATC would expect you to fly to Seal Beach and fly the procedure turn.

True enough.



3rd... If you are under ATC control, they would likley either vector you to
final or tell you to fly to Seal Beach and then intercept final and probably
tell you to to that at 1500 feet so you would be in the proper postion to
descend to MDA for the circle to land.


They can certainly vector you to "final" in accordance with the ATC Handbook
7110.65, Paragraph 5-9-1. That also requires that they have you at an altitude
compatable with the procedure, outside the FAF unless you accept a turn on at
the FAF, and at a vector angle not to exceed 30 degrees (20 degrees closer to
the FAF).

ATC cannot simply "tell you to fly to Seal Beach and then intercept final and
probably tell you to do that at 1,500 feet...." Where do you come up with this
procedure?