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OLV GPS 36 approach question
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OLV GPS 36 approach question
John Clonts wrote:
wrote: It seems to me you are ignoring the depiction of the southern sector on the map view that shows 2800. This applies to aircraft inbound to DOCAP from anywhere southern. Why are you saying that it does not apply? (I.e. why is the controller allowed to clear the a/c to DOCAP and descend to 2100?). 2,100 applies at DOCAP per the IAP. The MVA is 2,000 to the west of DOCAP and 2,100 to the east. Again, a more consistent handling with the IAP profile and human-factors would have been for ATC to assign 2,800 to DOCAP. |
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OLV GPS 36 approach question
It seems to me you are ignoring the depiction of the southern sector
on the map view that shows 2800. This applies to aircraft inbound to DOCAP from anywhere southern. That sector is essentially a feeder route. If cleared for the approach within that area, you could descend down to 2,800 if you were above it, absent any other altitude assignment by ATC. Many approaches have feeder routes, but you're not obligated to fly them to the IAF if ATC clears you direct to the IAF and assigns an altitude. |
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OLV GPS 36 approach question
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OLV GPS 36 approach question
If they don't then the pilot has a regulatory obligation to challenge
the lack of an altitude assignment Unless they've changed 91.175, it merely says that if an altitude isn't assigned when an approach clearance is received, the pilot is to maintain the last altitude assigned. Where is the regulatory requirement to challenge the lack of assignment? When this change to the AIM and ATC Order was discussed, I think everyone envisioned 2,800 being assigned for a direct-to DOCAP. But, once the real-world takes over... I'm not clear on how this clearance relates to the new change to ATC procedures. That pertains to direct to IF's, but this fix is a combined IAF/IF and has been for years, most likely prior to the AIM change, and a clearance direct to an IAF has long (forever?) been ok. |
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OLV GPS 36 approach question
The controller, as others have stated, has an MVA (minimum vectoring
altitude) chart. He wouldn't (shouldn't) clear you down to 2100' outside DOCAP if you'd be hitting something. Here's the plate: http://204.108.4.16/d-tpp/0608/05883R36.PDF Nobody can fault you for being cautious and aware... I think congratulations are in order for being "in the game" with your head and not just BLINDLY following altitude and heading clearances. CFIT results from that course of action. That said, I think you should have just verified with the controller. Congestion on the radio might have made that difficult. Without that, I would have gone down to 2100, for two reasons: 1) That was your last clearance; 2) A look at the approach plate shows that the tallest obstruction is just off to the east, ESE of Holly Springs, at 1049' MSL. The plates always put the highest obstruction in a bolder / larger font. Troy |
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