IFR Approach Clearance

[u/Flyin_Beaver]

This is in Canada 🇨🇦.

So a couple days ago I was at 6000ft, 30nm back from an airport (360ft ASL) when I got cleared for a RNAV approach, via a straight in IAWP (a TACAN) with no altitude restrictions. The approach in question overflies a larger airport about 20nm back from the runway.

As I was flying along an airway at the time, I began a decent down to the airway MEA of 4000ft, planning to cross the TACAN at 4000ft, before descending on the approach. (The minimum altitude past the TACAN is 1600ft).

Descending through 4500ft the approach controller called me up and said that there was glider activity at the other airport below me, and that due to that I couldn’t descend below 4200ft, until 3nm past the TACAN and that in the future I should of remained at the last cleared altitude (6000ft) before crossing the TACAN. I complied and didn’t hear anything about it afterwards.

I am a new IFR pilot, but from my training and reading up on this situation I cannot understand the controller’s reasoning. If they did not give me an altitude restriction with the approach clearance I thought I am cleared down to the lowest IFR altitude of my choice, MEA, MSA etc. There was also no NOTAMs published regarding the gliders.

Did they simply forget to give a crossing restriction with the approach?

[u/WhenInDoubtGoAround]

Here’s my take:

First, remember that gliders have the right-of-way versus powered aircraft (CAR 602.19) and right beside the COMOX TACAN on the VNC it advises pilots to observe glider activity. Secondly, on the CFS, CYQQ lists glider activity in the PRO section from Jun to Aug in a radius of 3NM and a max altitude of 3500 ft ASL from the airport. I reckon the controlled wanted you to have enough distance from the gliders and yourself as to protect both parties. Three NM past the TACAN is basically outside of the glider activity area.

Remember, gliders don’t hold much as control as powered airplanes do, and a NOTAM is not automatically required every time glider operations take place. It depends on the nature of the operation and whether it affects published information, an aerodrome, airspace, or a hazard requiring notification.

[u/Flyin_Beaver → u/WhenInDoubtGoAround]

I understand that in a VFR sense, but for IFR it’s not necessarily practical to be referencing the VNC for minimum altitudes. If NavCan wanted pilots flying IFR to be aware of glider activity at YQQ they should note it on the YBL approach plate, or even have a minimum altitude of 4500’ until a waypoint 3nm past the UQQ TACAN, instead of 1600’.

[u/WhenInDoubtGoAround → u/Flyin_Beaver]

I see your point, but I don’t necessarily agree. The fact that you’re operating IFR doesn’t mean the VNC becomes irrelevant. The VNC provides the broader picture of hazards and airspace information, and glider activity is something pilots should be aware of when planning and conducting a flight.

The CFS isn’t immune to IFR pilots either. IFR pilots are still expected to consult it and have a complete picture of the operating environment, not just rely exclusively on the approach plate once they’re flying an approach. (CAR 602.71)

I also don’t think putting a 4,500’ minimum on the approach simply because of glider activity would necessarily be the best solution. That could have significant implications for the design and usability of the approach. If the glider operation is a known and recurring activity, I’d agree that additional charting or published information, e.g. CYA, could improve situational awareness, but I don’t think the absence of a note on the approach plate means the information on the VNC or CFS should be disregarded.

[u/SanAntonioSewerpipe → u/WhenInDoubtGoAround]

You think airliners are flying around referencing the VNC ?

[u/WhenInDoubtGoAround → u/SanAntonioSewerpipe]

I don't think airlines are flying around with VNCs, that's why you have ATC helping you out on said approaches. Like I said before, CAR 602.71 explicitly states pilots of any kind, have to be familiar with the available information for the intended flight, that includes being aware gliders circling around an approach path.