"Peter R." wrote in message
...
KP (nospam@please) wrote:

What class of airspace were you in?

Class E airspace making a GPS approach while VFR into a class C airport
(we were still several miles outside the class C ring).

If Class B or C the answer is probably "Yes, he should have cancelled
approach clearance to be 'book correct." But maybe he decided ensuring
separation was a higher priority task. Or has the view that if he told
you
to maintain 3000 it should be obvious to you you're no longer authorized
descend on the approach (not saying it is; saying he thinks it should be
-/ ) .

The other issue that prompted my confusion was the controller change.
One controller cleared me, the next issued an altitude restriction. Was
the second's altitude restriction due in part to the fact that he was
not familiar with the GPS approach?

http://www.myairplane.com/databases/.../00411RY15.PDF

On the chart above, we were still outside of PAGER, approaching from the
east, when this occurred.

The approach required at least another 5 miles west at 3,000, then 12
more southwest-bound at 3,000 before descending - with strong headwinds
that day I had at least another thirteen minutes at 3,000 without the
altitude restriction. The other VFR aircraft was 500 feet below us
crossing our path at a 90 degree right to left direction and was well
south of us a minute or so after the restriction.


This is getting flaky. The controller used 500' vertical separation so it
is logical to conclude that one of the concerned aircraft was VFR and the
other IFR. Since the other aircraft was below your altitude and in an area
where it's stated 2500' altitude appears to be below the minimum altitude
for IFR operations I assumed you were IFR and the other aircraft was VFR.
Do you know if the other aircraft was IFR or VFR? If he was IFR, do you
know if he was on another approach? If you were both VFR no separation was
required, just traffic advisories.