NUWATC Newcomer

# 1

Say a C172/A requests a contact approach into an uncontrolled airport that only has an operating GPS/RNAV approach. You have the weather, can you authorize this? As per the .65 i would say so, pilot requests, operating instrument approach. But it almost seems morally wrong. any opinions on this?

joecoolinsc Rookie Spartanburg, SC

# 2

It's legal. What does morality have to do with it? :-D

atcbrownie Trusted Member Newport News

# 3

perfectly legal.

ATCinWI Senior Member Illinois

# 4

You can't fly the airplane for the pilot . . . look at it this way: you deny the approach clearance, and the pilot runs out of gas 20 minutes later looking for a way to get on the ground, who do you think the lawyers are going to come after?

Roddy_Piper Resident Knucklehead SW Vegas

# 5

here's a discussion topic:

the book says an operating instrument approach. the aircraft is /A and the approach is a RNAV GPS. do u think for this particular aircraft there is an operating instrument approach still? gray area for sure.

atcbrownie Trusted Member Newport News

# 6

I agree. I think a little common sense would have to come into play here. Definatly worded wrong in the ol .65.

MikeATC Retired & Overseas Nashville TN

# 7

NU,

Clearing a pilot for a contract approach does not authorize the pilot to descend below his last assigned altitude untl they have the airport in sight. My experience is that you rarely encounter contact approaches, in fact most pilots have no clue how to request one, and you as a controller can not solict a contact approach.

joecoolinsc Rookie Spartanburg, SC

# 8

NU wrote: "Clearing a pilot for a contract approach does not authorize the pilot to descend below his last assigned altitude untl they have the airport in sight".

Yes it does:

7110.65 Par 7-4-6
NOTE: When executing a contact approach, the pilot is responsible for maintaining the required flight visibility, cloud clearance, and terrain/obstruction clearance. Unless otherwise restricted, the pilot may find it necessary to descend, climb, and/or fly a circuitous route to the airport to maintain cloud clearance and/or terrain/obstruction clearance. It is not in any way intended that controllers will initiate or suggest a contact approach to a pilot.

The question to ask is... Why is there a requirment for a published/functioning approach procedure in the first place?

KNOWING THIS , as opposed to taking someone's word for why that requirement exists would lead to effective discussion on the "morality".

NUWATC Newcomer

# 9

Any pilots out there know the answer to why an operational approach must exist? is it so that if the a/c is unable to do the contact approach he can shoot the instrument approach, or is it for the missed approach segment?

RadarContact Junior Member

# 10

Well I know that during my instrument training that I flew a 172/A ( I believe, maybe /U) .. that would have normally been a /G 'cept that the cheap bastards at my FBO didnt pay for the updated GPS databases, so technically the GPS wasn't IFR certified. Doesn't mean I didn't use the damn thing all the time even with the stuff out of date. I guess if it came down to running out of gas or using an uncertified GPS to shoot a contact approach I would pick the latter.

My $.02