Cleared Direct to VOR and then Cleared Approach (ARC), Where to Join?

12 Answers

1. 
   

   
   

   R. Anderson on Jul 24, 2017

   Based on the way I understand your question, I’m assuming the controller said something like “cleared direct to the Lamar VOR, intercept the 10 DME arc at or above [some altitude], cleared for the VOR RWY 18 approach.” (sometimes the controller will also say something like “arc northeast, or similar)

   If this is the case, unless there is more to the story, you would make a left turn approaching the 10 DME arc (soon enough so you did not fly past the arc) and then continue to arc NE – bound until you joined the inbound radial, crossing Lamar VOR not below 6000 feet.

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2. 
   

   
   

   Mark Kolber on Jul 24, 2017

   I don\’t understand what occurred. Sounds like there is a piece missing and I am unwilling to speculate except to say, if i didn\’t understand my clearance, I\’d ask ATC to clarify.

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3. 
   

   
   

   Joshua Clark on Jul 25, 2017

   The VOR is an IAF with a procedure turn. Going off of what you said, the expectation would be to continue to the VOR and then execute the course reversal through the procedure turn, with no arc expected.

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   John D Collins on Jul 25, 2017

   I would agree with Joshua. You were cleared direct to LAA, so you continue direct to LAA. LAA is an IAF, it requires the PT, so I would then execute a direct entry using a right turn to 349 degrees outbound at the VOR and use a holding pattern as my form of the PT. Keep inside the 10 DME limit on the hold and intercept the 349 degree radial inbound (169 degree course) to LAA as the final approach fix.

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   R. Anderson on Jul 25, 2017

   I would also agree with Joshua if the only instruction was “cleared direct to LAA” and then “cleared for approach.” However, the question implies, to me anyway, that the 10 dme arc was part of the conversation:

   His Question:

   “Cleared Direct to VOR and then Cleared Approach (ARC), Where to Join”

   If the 10 DME arc was NOT part of the approach clearance, then there is no question that the pilot should go to the VOR and execute the PT.

   It would be helpful if Jerry D. would clarify exactly what the circumstances were.

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   John D Collins on Jul 26, 2017

   There is a fair amount of confusion with DME arcs, when they are applicable and where they can be joined. They are intended to provide a NoPt option in a non radar environment where the aircraft can’t be vectored to the final approach course and will normally have the IAF placed along airways connecting to the VOR. They can be joined from the airway in either direction, as the turn to the initial course is 90 degrees, either way. They are not intended to be joined mid arc. KLAA does not have radar service, so the only place this approach can be joined is at an IAF. Crossing a random part of the arc is not an IAF.

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   Bob on Jul 26, 2017

   I agree. But the controller should have mentioned the arc. I would ask for clarification

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   R. Anderson on Jul 26, 2017

   Agreed John, but I’m wondering how JerryD found himself on “about” the 320 radial cleared “direct” to the VOR since, as you point out, it is a non-radar area. (I was unaware that, even though it’s Denver Center’s airspace, there was not radar coverage)

   Looking at the charts (approach, low alt enroute) I don’t see any published non-radar route/transition etc. that would account for JerryD to be somewhere (“about”) Northwest of the VOR.

   This requires too much speculation regarding the actual circumstances to provide a better answer. Again, JerryD might provide more details.

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   Mark Kolber on Jul 27, 2017

   I was unaware that, even though it’s Denver Center’s airspace, there was not radar coverage
   I tend to treat Center as opposed to TRACON handling approach services as a small clue to lack of radar approach services, but a quick look at the Chart Supplement is the real source of that info.

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10. 
    

    
    

    John D Collins on Jul 27, 2017

    The service volume of the VOR would allow direct navigation below 14500 MSL out to 40 NM with a 100 NM + above 14500 MSL. Enroute radar coverage might have been available from center at the higher altitude and even if there was limited or no radar coverage, as long as the aircraft was inside the service volume of the VOR, ATC could clear the aircraft direct to the VOR.

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    John D Collins on Jul 27, 2017

    Bob,

    I disagree, the controller should not mention the arc as the clearance is “cleared direct to LAA VOR”. Mentioning the arc would only add to the confusion.

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12. 
    

    
    

    Mark Kolber on Jul 29, 2017

    I agree with John. In my earlier comment I said I didn’t understand and thought something might be missing in the conversation with ATC. But if the scenario is exactly as posted – “proceed direct to the VOR” followed by “cleared for the VOR 18 approach” – with nothing missing, it seems the mere existence of the arc on the chart is what is confusing the poster. Remove the arc from the chart and the instruction becomes completely clear.

    Remember this is not a VOR/DME approach. DME is not required; the arc is not required. If ATC did not instruct to intercept the arc, it is a simple, basic VOR approach and, for the purpose of this approach, the arc doesn’t exist. You go direct to the VOR and perform the appropriate PT. Thinking the arc means something here if those were the only instructions is a misread of the procedure.

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