If you are non-radar, you're going to the fix first like TheGreatChecko said.įrom personal experience, the "vector" was "intercept the _DME arc, expect the approach."Īn airline pilot may wish to comment on this because they fly only IFR and would know more about real world practices but I think if you are cleared to intercept a particular DME arc by a controller then you may do so, and you do not have to fly to one of the two llustrated IAFs on the arc if you have the clearance.Unless otherwise vectored to a position from which the approach may be made without flying the arc, the way I understand it, you must start the approach *AT* a published IAF-and for DME Arcs, that includes a specified 'where' (radial) as well as a specified 'how far' (DME). We used to do it all the time while training. The only difference between that and "real life" is that point at which you intercept the arc has a name and you would fly a radial to that point and then intercept the arc exactly like we practiced when getting out instrument rating.Actually, you can be vectored onto the DME arc in a radar environment. In the training environment, we create arcs just so we can practice, so essentially we intercept them wherever we want. The only difference between that and "real life" is that point at which you intercept the arc has a name and you would fly a radial to that point and then intercept the arc exactly like we practiced when getting out instrument rating. Also, if the arc IAF isn't convenient, there is probably an easier transition closer to your position anyways. ATC will clear you to the IAF and if you are in a non-radar environment will clear you for the approach from that IAF. A DME arc is just another type of transition to an approach and like all transitions, they have to be started at an IAF. They can be a bit challenging to track with only one VOR receiver and DME, but it gets easier with two VORs plus DME, and it becomes a no brainer with gps.Īn airline pilot may wish to comment on this because they fly only IFR and would know more about real world practices but I think if you are cleared to intercept a particular DME arc by a controller then you may do so, and you do not have to fly to one of the two llustrated IAFs on the arc if you have the clearance.ATC will clear you to a fix.ĪTC cannot just let someone fly where they want, they need to ensure terrain clearance and separation. This saves time and makes the approach more efficient because you have an almost unlimited number of initial approach fixes. The nice thing about DME arcs is that they can be intercepted at any angle. Older Bendix Kings and S-Tecs are what I have in mind, but I think they all need to be set for back course localizer even on the G1000/ GFC700 autopilots. Just make sure you engage the "BC" button the autopilot, if you are using one that does not know which way the approach is being flown front or back. BC approaches makes two approaches from one localizer, saving the taxpayer some money. BC approaches are simply the opposite side of a typical localizer. DME arcs are often used with back course approaches. They once were only VOR-based but now GPS has them. Can someone please explain me about DME arc, and localizer back course approaches?Your best bet is to read up on them in your Jeppeson Instrument/ Commercial textbook or Instrument Flying Handbook (FAA).ĭME arcs are drawn at certain distances around VORs and occasionally other navaids, to serve as a flexible IAF to an approach.
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