Narrative:

I was flying on an IFR 'round robin' training flight from alb to 1b1 to sch and then back to alb. A series of practice approaches had been mapped and requested to each of the above listed airports. On the approach into 1b1 we requested the GPS 21 approach; was given the approach; cleared for the approach but then was not turned over to the CTAF and given climb out instructions until we were 3 miles from runway 21 at 1b1. It was at that time (after discussing with my instructor whether I should request to be 'handed off' for the approach so that I could communicate on the CTAF); I requested the hand off and the controller apologized for not doing so earlier. We realized at that time that we were working with a newer controller or a controller in training. After conducting a 'touch and go' at 1b1 we then came back to the alb controller and indicated that our next request was the GPS 4 at sch. We were given vectors to fosra intersection and an altitude of 3500 to fly at. When we reached fosra we assumed we should proceed to the next leg and that we were being vectored to bumps intersection. The controller indicated that we had not yet been cleared for the approach and that we should maintain 5500 until cleared for the approach. The GPS 4 for sch shows a procedure turn that is to be completed at an altitude no lower than 3700' MSL. We had been assigned an altitude of 5500. We made an assumption that we were being vectored to the final approach course and proceeded to turn to the bumbs intersection when apparently the controller had expected us to fly the procedure turn (as published). For my very experienced instructor and I we were surprised since we assumed we did not have to fly the procedure turn since a) we believed we were being vectored; b) we had been assigned an altitude lower than the minimum for the initial approach fix; and c) in the areas around albany we are always vectored unless we request the full approach from a specific fix. While there were no questions raised by the controller; except that he indicated we had not yet been cleared for the approach; (and then cleared us for the approach quickly afterwards); when my instructor and I debriefed we both agreed that we should have a) asked the controller if he wanted us to fly the procedure turn; and b) flown the procedure turn unless specifically instructed not to do so. The lesson learned from this experience is a) communication is the key -- when in doubt ask questions; b) fly the approach as published unless directed to do otherwise.

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Original NASA ASRS Text

Title: A Pilot approaching SCH IFR at 3;500' assumed that because he was on vectors the GPS 4 procedure turn was not required but the TRACON Controller expected him to execute the turn because he was not instructed not to do so.

Narrative: I was flying on an IFR 'Round Robin' training flight from ALB to 1B1 to SCH and then back to ALB. A series of practice approaches had been mapped and requested to each of the above listed airports. On the approach into 1B1 we requested the GPS 21 approach; was given the approach; cleared for the approach but then was not turned over to the CTAF and given climb out instructions until we were 3 miles from Runway 21 at 1B1. It was at that time (after discussing with my instructor whether I should request to be 'handed off' for the approach so that I could communicate on the CTAF); I requested the hand off and the Controller apologized for not doing so earlier. We realized at that time that we were working with a newer Controller or a Controller in training. After conducting a 'touch and go' at 1B1 we then came back to the ALB Controller and indicated that our next request was the GPS 4 at SCH. We were given vectors to FOSRA intersection and an altitude of 3500 to fly at. When we reached FOSRA we assumed we should proceed to the next leg and that we were being vectored to BUMPS intersection. The Controller indicated that we had not yet been cleared for the approach and that we should maintain 5500 until cleared for the approach. The GPS 4 for SCH shows a procedure turn that is to be completed at an altitude no lower than 3700' MSL. We had been assigned an altitude of 5500. We made an assumption that we were being vectored to the final approach course and proceeded to turn to the BUMBS intersection when apparently the Controller had expected us to fly the procedure turn (as published). For my very experienced Instructor and I we were surprised since we assumed we did not have to fly the procedure turn since a) we believed we were being vectored; b) we had been assigned an altitude lower than the minimum for the initial approach fix; and c) in the areas around Albany we are always vectored unless we request the full approach from a specific fix. While there were no questions raised by the Controller; except that he indicated we had not yet been cleared for the approach; (and then cleared us for the approach quickly afterwards); when my Instructor and I debriefed we both agreed that we should have a) asked the Controller if he wanted us to fly the procedure turn; and b) flown the procedure turn unless specifically instructed not to do so. The lesson learned from this experience is a) communication is the key -- when in doubt ask questions; b) fly the approach as published unless directed to do otherwise.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.