|Quoting PhilSquares (Reply 4):|
The simple solution is to just take vectors for the ILS rather than the visual. Then ATC is required (in theory) to put no closer than 3 miles to the LOM. However, they can descend you, obstructions permitted and then turn you in. But normally, the GS intercept altitude is the lowest they will go.
I hate to say this but not totally correct in this post sorry Phil. In the US ATC can and we routinely do vector for an instrument approach using the .65 criteria!
5-9-1. VECTORS TO
FINAL APPROACH COURSE
Except as provided in para 7-4-2, Vectors for Visual Approach, vector arriving aircraft to intercept the final approach course:
a. At least 2 miles outside the approach gate unless one of the following exists:
1. When the reported ceiling is at least 500 feet above the MVA/MIA
and the visibility is at least 3 miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles outside the approach gate but no closer than the approach gate.
2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix.
Most controllers that have been around awhile do not mess with the above paragraph because if that led "to a not-so-pretty landing" and let us say it turned into an incident, guess who is going to the chapel....you guessed it, Johnny or Joannie controller.
When operating in a dual/triple approach to parallel runways it gets even trickier how to navigate around the extensive regs we have to deal with, if you get a chance to visit your local large airport and get into the approach control facility that deals with this stuff thousands of times a day it will certainly open your eyes as it has airline drivers I know that are quite good at what they do and excellent instructor pilots/check airmen as well. Best of luck and sorry Phil, you'll get your turn at me soon I am sure!
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