Chip Jones wrote:
"SeeAndAvoid" wrote in message
hlink.net...

The trainee and I did discuss where the "full approach" began. Since we
rarely work aircraft approaching RKW from the east, it was a legitimate
question in my mind. We had literally about 20 seconds to huddle with the
plate during the OJTI. We had our hands full with higher priority ATC stuff
and airplanes were calling right and left. This aircraft had GPS, so I said
I though the full approach in this case begins at the IAF (MINES) and we
could clear him to MINES via GPS-direct. The trainee thought that the
"full" approach began at HCH Vor, and involved flying out on the 060R to get
to MINES, then doing a course reversal. He asked if he should clear the guy
to HCH to start the full approach. HCH was 30 miles west of the position
from which the approach request was made and would have involved a serious
detour.

Now I'm wondering what I could have done with this UH-60 if it had been a /A
instead of a /G. We don't clear /A's direct to intersections. Where does
the "full approach" begin for a non-RNAV on this procedure. I can't vector
to final at this location.

The general answer to where a full approach can begin is "any fix that's marked
IAF on the approach chart". For this approach, the only IAF is MINES. So for a
non-RNAV aircraft, I'd think the only way to give a non-RNAV the full approach
would be to send him to HCH and let him navigate himself to MINES, or give him a
vector to the radial and let him navigate to MINES.

If I heard "cleared to MINES via heading x, join the HCH 060 radial and track
it inbound (or outbound), cross MINES at or above 5000, cleared for the
approach", I would do the PT.

On the other hand if I heard "fly heading x, vectors for the final approach
course, maintain 5000 until MINES, cleared for the approach", I would not do the PT.

On the third hand, if I thought there was any confusion about whether a PT would
be done, I'd tell ATC what my plans were.