Skyhawk 172/Cutlass 172
Flight Crew Private; Flight Crew Instrument
Flight Crew Last 90 Days 35; Flight Crew Total 450; Flight Crew Type 310
Situational Awareness; Training / Qualification
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance
Human Factors
I was instructed by ATC to maintain 3400 ft on vectors to final ILS 28R OAK. I then intercepted localizer and was cleared for the approach. I continued my intercept; as localizer CDI was active but not yet fully intercepted. I turned to an estimated heading of 240. Upon noticing that I had an excess altitude of nearly 500 ft; I needed to increase my descent. I notified ATC of my intention to perform a left hand 360-degree turn and re-intercept localizer. I was in VMC; and had simply needed a reminder that upon receiving my IFR clearance; the responsibility of terrain and traffic avoidance became shared by ATC and myself. Approximately 90 degrees into the turn and after a response from ATC; I corrected the action and turned back on the proper heading by which time a possible pilot deviation had been noted. Cause for the excess altitude was a pilot lack of situational awareness. I expected to intercept localizer at GROVE; but instead was approaching URZAF. Factors affecting the quality of my performance under IFR was a direct result of unclear distinction as to when I fell under IFR regulations. In practice approaches in VFR conditions; when ATC was not responsible for aircraft separation; there was more flexibility in procedures. I called Norcal Approach when I completed my flight; and have been actively cooperating with any and all requests thereafter.
VFR day with low ceilings requiring IFR to land. Cessna 172 was VFR; I put him on a VFR vector for the downwind. I issued the IFR clearance; based the Cessna and cleared for the approach. For reasons unknown the aircraft did not descend after established on the localizer. At about a 6 mile final when I was switching him to the Tower the Cessna said he was making a left 360 to lose altitude. He was above the glide slope and below the MVA. I told him that he was IFR unable to make a left 360; to which he replied that he was established on the localizer and tracking it inbound. As the controller I should have canceled the approach clearance and climbed him and brought him back around for another approach.
C172 pilot and TRACON Controller reported confusion on the part of the pilot about following ATC instructions under an IFR clearance.