When to descend II

Bee wrote:



But, in essence you are clearing me direct-to-the-FAF.

Irrelevant. A fix is a fix. You're doing the visual approach. We in
the TRACON have determined that sending aircraft over a certain fix
makes separation easier. One problem with using an RNAV approach fix is
a lot of people won't be familair with it before hand. We normally use
a fix here on our ILS that substitutes for the OM and everybody is
familiar with it.



This is not an
en route fix or even an IAF or earlier. Only in limited circumstances
are you allowed to clear me direct to an RNAV IF. I certainly don't see
how you can make me cross a FAF unless you have correctly placed me on
the IAP.

You're doing to the visual approach, it's irrelevant what fix I send you
too. It could be a charted one or one I simply made up out of thin air.

Newps wrote:




You're doing to the visual approach, it's irrelevant what fix I send you
too. It could be a charted one or one I simply made up out of thin air.

Okay, I get it. The IAP is not even in the plan. IFR to a fix, then
visual or, if unable, a new plan. Maybe, the at or above 2,000 at ROYCE
was to keep the pilot at MVA instead of for traffic? You think maybe so?

"Bee" wrote:

Maybe, the at or above 2,000 at ROYCE was to keep the pilot at MVA instead
of for traffic? You think maybe so?

I think it most likely was for sequencing or traffic. Hobby has a lot
helicopters and other GA of all sizes mixing with SW Airlines 737s.

--
Dan
T-182T at BFM

Bee wrote:

Newps wrote:




You're doing to the visual approach, it's irrelevant what fix I send
you too. It could be a charted one or one I simply made up out of
thin air.


Okay, I get it. The IAP is not even in the plan. IFR to a fix, then
visual or, if unable, a new plan. Maybe, the at or above 2,000 at ROYCE
was to keep the pilot at MVA instead of for traffic? You think maybe so?


MVA is irrelevant if you're getting a visual. Like I said earlier it
most likely aids separation from aircraft going to another airport.

Newps wrote:


Bee wrote:

Newps wrote:




You're doing to the visual approach, it's irrelevant what fix I send
you too. It could be a charted one or one I simply made up out of
thin air.



Okay, I get it. The IAP is not even in the plan. IFR to a fix, then
visual or, if unable, a new plan. Maybe, the at or above 2,000 at
ROYCE was to keep the pilot at MVA instead of for traffic? You think
maybe so?



MVA is irrelevant if you're getting a visual. Like I said earlier it
most likely aids separation from aircraft going to another airport.

You don't have to abide by MVA as the minimum altitude prior to the fix
at which you clear me for a visual?

"Bee" wrote in message ...

You don't have to abide by MVA as the minimum altitude prior to the fix at
which you clear me for a visual?


Not once the approach clearance is issued.

"Bee" wrote in message ...

Okay, I get it. The IAP is not even in the plan. IFR to a fix, then
visual or, if unable, a new plan. Maybe, the at or above 2,000 at ROYCE
was to keep the pilot at MVA instead of for traffic? You think maybe so?


The MVA is irrelevant once cleared for the visual approach.