Vectors to the ILS controller question

[Bill]

Did she do anything between then? Give you a downwind vector? Any altitude assignment?

She gave me an instruction to fly heading 200 shortly after initial contact, but did not provide altitude guidance. At the time I was at 3000 and maintained 3000. I was expecting to be asked to descend on the final vector, but no altitude guidance was given. In fact, no altitude guidance whatsoever the entire time I was talking to app and on the given squawk code.

 

[PaulS]

Just file a round robin, helps with the radio work, picking up clearances and is more realistic IMO. I file often even if vfr just to stay in practice.

 

[Palmpilot]

She gave me an instruction to fly heading 200 shortly after initial contact, but did not provide altitude guidance. At the time I was at 3000 and maintained 3000. I was expecting to be asked to descend on the final vector, but no altitude guidance was given. In fact, no altitude guidance whatsoever the entire time I was talking to app and on the given squawk code.

Sounds like the mystery is solved.

 

[Bill]

Sounds like the mystery is solved.

Well, yeah. Used to be vertical guidance was given even on VFR practice approaches, it seems now that it's on me for vertical guidance. That's a change I wasn't anticipating, but I'll roll with it.

 

[kayoh190]

Well, yeah. Used to be vertical guidance was given even on VFR practice approaches, it seems now that it's on me for vertical guidance. That's a change I wasn't anticipating, but I'll roll with it.

I would have expected vertical guidance as well. Not much of a ‘practice’ approach if the controller doesn’t treat you the way they would had you been IFR.

 

[Bill]

I would have expected vertical guidance as well. Not much of a ‘practice’ approach if the controller doesn’t treat you the way they would had you been IFR.

The real answer is to do that @PaulS suggests above, file when doing practice approaches. Sunday I did three approaches at three different airports, two not far outside the Charlie and the final of course at the Charlie. I hate to tie up their airspace to do VFR practice approaches, but if that's what's required to get service, I guess that is what I'll do.

 

[PaulS]

The real answer is to do that @PaulS suggests above, file when doing practice approaches. Sunday I did three approaches at three different airports, two not far outside the Charlie and the final of course at the Charlie. I hate to tie up their airspace to do VFR practice approaches, but if that's what's required to get service, I guess that is what I'll do.

More likely you will get tied up, but it's good practice, especially when they clear you for the approach then fly you through the final approach course. Just cancel in the air if your last stop is an uncontrolled airport.

 

[Radar Contact]

There are some places where I'm pretty sure they stay on top of good vectors to final. That would be where they have parallel runways and are running simultaneous/parallel/close parallel approaches. paging @Radar Contact. Do you guys stay up on what headings are working to give the 'track' needed?

While not all controllers are created equally and individuals are capable of a less than perfect vectors from time to time, I couldn’t disagree more with his comment you quoted. Put 2 core 30 airports 13 miles apart and try to have 300+ planes an hour get in and out, it takes more SA to make all that happen efficiently/safely than one guy sitting in his cockpit can understand.

Reference the OP, @Sluggo63 nailed it. When being vectored for a VFR practice approach the altitude was up to the pilot. When being turned base close to the gate/FAF you’d need to get low to stay under the GS. If IFR the controller SHOULD ensure you’re below the GS till established on the LOC by assigning an appropriate altitude based on how far out the turn you to join.