wrote:
On Mar 19, 2:28 pm, a wrote:

On Mar 19, 1:08 pm, wrote:






On Mar 19, 9:42 am, a wrote:

On Mar 15, 5:34 pm, Mxsmanic wrote:

Kindly take a look at the ILS runway 26 approach to Astoria (KAST). I tried
to fly this in my sim and I'm not at all sure that I did it correctly.

In my case, this is what I did: I was on V187 from Seattle at 6000. Once I
was within 25 nm of AST, I descended to 4300. About 12 nm away from AST, I
turned roughly north and flew back out to 19 DME from AST, then turned east to
follow the 19 DME arc until I was within a few degrees of the localizer
course. At that point I started a turn towards the localizer and armed the
autopilot, which captured the localizer and glide slope immediately and took
over. About a mile away from the airport I disengaged the AP and flew the
landing by hand.

Was this correct? I'm confused by the references to the NDB and the pointers
towards the east and the procedure turn. Do I have multiple options for this
approach? Was the way I flew it one of them? Or what?

I almost thought that maybe I was supposed to fly to the VOR then outbound to
the NDB then make a procedure turn and come back in. But the DME arc had IAFs
at each end so I finally figured I could just come in towards the VOR then fly
back out to the arc and finally turn towards the airport, which is what I did.

There is absolutely nothing ambiguous about this approach. Any rated
pilot, from 50 miles out at 6000 feet on V187 would not be happy to
hear center say "Cleared ILS 26, report to the tower at the outer
marker inbound" but would know what to do. It would be the same thing
we would do had we lost radio communication and our last clearance was
to that airport. Have you any clue as to why we would not be happy to
get that clearance?

What would YOU do? And provide references.- Hide quoted text -

- Show quoted text -

Apparently I don't understand the question. This approach does not
seem to be unusual, and your scenario would not make me unhappy
(unless you just don't like doing full approaches).

Maurice Givens
CSEL, CSES, CMEL, CFI-A, CFI-I, AGI, IGI
CAP Check Pilot- Hide quoted text -

- Show quoted text -

The question was directed to the OP, Maury. Consider again the
clearance and your position. My own preference is to not have to hurry
down from en route altitudes.- Hide quoted text -

- Show quoted text -


O.K., you're at 6000 ft on V187, AST defines V187, there is a feeder
from AST to KARPEN and you're allowed to descend to 4300 ft. on the
feeder. The feeder is 12.3 mi from AST to KARPEN. I think I can lose
1700 ft in 12.3 mi., do the procedure turn and intercept. Am I
missing something? This does not appear to be that difficult.


Maurice Givens
CSEL, CSES, CMEL, CFI-A, CFI-I, AGI, IGI
CAP Check Pilot


Why are you concerned with being at 4,300 at KARPEN eastbound? The
procedure turn completion altitude is also 4,300. Then, upon
intercepting the localizer at completion of procedure turn you have only
another 300 feet to descend to intercept the G/S.