The way it works is that when tower is able to separate the next arrival they’ll relay clearance for the approach to SY centre/deps who clear the aircraft for the approach. The intent of the clearance is for the segment into class D, BUT SY ATC are aware that without any VNAVS between RAKSO and WI that once the word ‘cleared’ has been uttered that they might clip C on descent, and therefore they’ll separate any other aircraft in C as necessary.
If an aircraft is conducting a practice RNP in VMC it’s a different story, the pilot will usually explicitly be told to remain OCTA until contacting 132.8 for clearance into D.
Excellent, thankyou. Very well communicated.
I don't think that too many SP-IFR pilots are aware of the intent? In my opinion this needs to be communicated to industry somehow. Not just in words but in something like the privately produced IFG (but an ASA document)
(Thanks Captain Bloggs, you're welcome
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