No, I have not asked, but I think it is because of tihs.

This facility is Gray Approach, an army ATC
facility that handles Gray Army Airfield and other military
airfiields associated with Forth Hood. In general, the controlers
treat all traffic, inlcuding VFR trafic, like IFR traffic unless you
continue to remind them that you are VFR. I usually don't bother
because I'm interested in letting my instrument students experience
the IFR handling, even if we are VFR.

Ronnie

"Steven P. McNicoll" wrote in message
nk.net...

"Ronnie" wrote in message
. com...

Here is a common occurance at TPL, Temple, TX which I use
as a way of teaching students how to stay ahead of ATC:

We are VFR doing practice approaches and being vectored
for an ILS to RWY 15. Usually this results in being vectored
to the west side of the airport and told to maintain 3000'. At
about 8 miles out, the final clearance goes something like this:

"Cessna xyxxz, you are 5 miles from the outer marker, turn right
heading 120 to intercept the localizer, maintin 3000 until established,
cleared for the ILS approach to runway 15 Temple."

Normally, by the time the localizer needle comes off the peg,
we have already flown trhough the glideslope and are well above
the glide slope at this point. The MVA in that area (according to
one controller) is 2600', but they routinely keep you at 3000' usless
you ask for lower. The glide slope intercept altitude is 1700'.

I tell my students to expect this, but the first couple of times it
happens to
them they always seem to get behind, don't ask for lower and/or end up
failing to decend soon enough to recover. Makes for a nice game of
catch-up as they try to get back on the glide slope. After a couple of
times, they wise up and either ask for lower before being given the
approach clearance, or they are spring loaded and ready to descend
once the localizer needle gets within 3/4 scale deflection.


Have you ever asked them why they assign altitudes to VFR aircraft?