Thanks, that is a good reply.

Do you confirm that if you hear "cross HAIGS at 4000 feet", that you can
immediately descend from whatever altitude you are at. Say you are at 5,000
feet (as I was). If you hear that you can descend to 4,000? Usually won't
the controller issue you a descent to 4,000 and then the crossing
restriction? Such as "descend maintain 4,000... cross HAIGS at 4,000,
cleared ILS 27". What if they just said "descend maintain 4,000, cleared ILS
27"... is that not proper procedure?


"J Haggerty" wrote in message
news:B0JAc.20624$1L4.19005@okepread02...
At 17 miles point, he's not on a published portion of the approach,
since he's not doing the hold-in-lieu of PT. He should have received a
crossing restriction until HAIGS, since the vector did not place him on
the localizer within the published portion of the approach.
Approach could have provided a radar initial and cleared him to 4000
until HAIGS, but without that clearance, he's stuck at the last assigned
altitude until reaching HAIGS. At that point he can descend to 4000 if
he needs a course reversal, or 2900 if he continues straight-in.
I'm sure 4000 is fine at that point, because that's what the
hold-in-lieu uses, but from a procedural (TERPS and ATC) standpoint the
only "straight-in" procedure track at 17 miles is a radar initial from
ATC, and that altitude needs to be specified by ATC. The pilot could
even have been cleared to 2900 if it met the radar MVAC, but either way,
ATC has to provide the altitude to the pilot outside HAIGS.

JPH

Steven P. McNicoll wrote:
"Chris Brooks" wrote in message
...

I was 17 miles EAST of the airport, intercepting the localizer. I was at
5000 feet, and just got "cleared for the approach". I was IFR.



In that case, you can descend to 4000 immediately. But why descend to
4000
at all? At the time you were cleared for the approach you were about
900
feet below the glideslope.