ILS question

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.


Also, if he said cross HAIGS at or above 4,000 feet, is that a clearence
to
descend to 4,000 feet?

Yes.

Can you provide a reference for that fact? So if that is the case, when can
the descent be initiated? Pilots discretion?



"Newps" wrote in message
...

"Chris Brooks" wrote in message
...

We need more information. Exactly where were you and exactly what did the
controller say? If you were VFR and practicing approaches while VFR then
it
doesn't matter what he said because the last thing he'll say is maintain
VFR. When you are VFR it is not necessary for the controller to follow
the
regs as if you were IFR.


When does a published part of the approach begin?

On any thick black line.


At HAIGS?

Sure.

Can you be
considered on a published part of the approach before crossing HAIGS?

While doing the procedure turn.




Also, if he said cross HAIGS at or above 4,000 feet, is that a clearence
to
descend to 4,000 feet?

Yes.



Most of the time when shooting ILS's the controller will step you down
to
the altitude that is on the chart.

Were you IFR at the time? If you were VFR then the controller does not
ever
have to mention an altitude.

"Chris Brooks" wrote in message
...

Also, if he said cross HAIGS at or above 4,000 feet, is that a
clearence
to
descend to 4,000 feet?

Yes.

Can you provide a reference for that fact?

What's the alternative? What else could you do? That clearance is
essentially a pilots discretion descent. All you gotta do is make the
crossing restriction which in this case is an at or above altitude. Most
pilots in this situation would just stay at your previous altitude until
intercepting the glideslope, then follow it down.


So if that is the case, when can
the descent be initiated?

Right now if you want.

Pilots discretion?

Yes.

"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.


You can descend to 4000 immediately.

Chris Brooks wrote:

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.


Also, if he said cross HAIGS at or above 4,000 feet, is that a clearence
to
descend to 4,000 feet?

Yes.

Can you provide a reference for that fact? So if that is the case, when can
the descent be initiated? Pilots discretion?


Did you read the ATC Handbook references I provided to you? The current ATC
Handbook is on the FAA's web site:

http://www.faa.gov/atpubs/ATC/index.htm

"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.

Because I could descend to 4000 fast and then get slowed down.

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

"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.

"Chris Brooks" wrote in message
...

Because I could descend to 4000 fast and then get slowed down.


Why do you want to do that?

Because it would be much harder to get slowed down going down the
glideslope, trying to get below gear speed.

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

"Chris Brooks" wrote in message
...

Because I could descend to 4000 fast and then get slowed down.


Why do you want to do that?

"Chris Brooks" wrote in message
...

Because it would be much harder to get slowed down going down the
glideslope, trying to get below gear speed.


Well, why is that necessarily harder? Why do you want to go so slow so far
out? Even if you do, why is it harder to slow down at 5000 than it is at
4000?

At 5000 I was going to intercept the GS very shortly. I was going too fast
to put the gear down. Instead of incercepting the glideslope at 5,000 and
following it down 700 feet a minute where it would be very difficult to get
under gear speed, you can haul down to 4,000 feet (at 1000 - 1500fpm), then
start slowing down. Then when you hit HAIGS, you step down to the next fix
and then configure the airplane for GS intercept.

It was in a C402 which can be difficult to slow down, without shock cooling
the engines. if you intercept the glideslope high, it would be tough to get
within gear speed without bringing the engines way back (shock cooling).

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

"Chris Brooks" wrote in message
...

Because it would be much harder to get slowed down going down the
glideslope, trying to get below gear speed.


Well, why is that necessarily harder? Why do you want to go so slow so
far
out? Even if you do, why is it harder to slow down at 5000 than it is at
4000?