B777 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 118; Flight Crew Total 14247; Flight Crew Type 5030
Situational Awareness; Communication Breakdown; Confusion
Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Requested ATC Assistance / Clarification
Airport; Airspace Structure; Chart Or Publication; Human Factors
I would like to clarify an operational issue at SFO and the NorCal Tracon expectations for a down the bay visual approach and also if the Controller Handbook has any J Order on this issue.What is the NorCal expectation for arrivals from the north for a down the bay visual specific to 28R; when the ATIS is advertising only charted visual approaches and specifically when the controller clears the flight for a visual approach; which is not advertised on the ATIS; only the charted visuals are advertised; should the flight when turning in outside of 10-15 DME from SFO; is the TRACON expecting the flight to intercept the extended centerline or localizer of 28R? Or intercept the charted visual offset of SFO 095 radial to angle into the runway?From a safety perspective and our previous issues with the join up on 750 foot centerline spacing; when our pilots hear cleared for the visual; from the north; they do not expect that the controller wants them to follow the charted visual offset course at their intercept point; but their own heading or assigned heading to join the extended centerline; near the Dumbarton bridges with the possible overshoots on a 750 foot non convergence zone threat area. This has been contributory to the TCAS RA issues and might be a good idea to get clarification and expectation from NorCal or a J Order guidance; to determine if it is different than as stated above we might need to communicate that out to our pilots. Also if they are expecting a straight in- non offset final approach course from the north; the ATIS should state something to that effect to include visual approaches in addition to the charted visuals to remain consistent with the ATIS identifying all expected approaches the pilots might receive a clearance for. This is important in that with iPads; the ability to select proper approaches and have corresponding paper chart back up available is important as part of a planning process and briefing.
Pilot inquired how ATC expects them navigate to the airport when vectored to a north downwind for a visual approach.