Beyond Proficient: IFR Series | Elements and Variations of Approach Clearances 

He did say you'll *typically* be given a vector that's no more than 30 degrees off.

@@HiddenWindshield Well, that's not very precise. And the 7110.65 5-9-2 a. says "maximum interception angle" to be 30 degrees. Exceptions for helicopter, or even lower limits for closer to gate intercepts. So is 32 degrees more than maximum? If yes, is there a fudge factor?

The .65 gives 30 degrees as the max, without mentioning any wiggle room, though in practice controllers may assign this intercept. There's no guidance on which fix to give position information based off, but often it will be the FAF or next fix along the course after the intercept. Sometimes it may be the prior fix though, so in this case would be STEVV.

@@flightinsight9111 Thanks for the reply! One of the contollers on PilotEdge said that the degrees refer to 'track', which makes all the difference. I just had a closer look at .65 and, sure enough: "Assign headings that will permit final approach course interception on a track that does not exceed..."

@@NicolasMedtner thanks for adding this. The key thing to note is that ATC is giving you *headings* to approximate a *track*--they're trying to correct for wind effects with your vector onto final. If they were limited to 30 degrees in *heading*, if the wind was howling strongly enough, they wouldn't be able to vector you onto final from the downwind side. If your crab into the wind had to be >30 degrees, you'd be out of luck. (Yes, the wind would REALLY have to be howling...)

Which approach you're shooting is critical too. It's especially critical when simultaneous parallel approaches are in use at the airport with both being suitable candidates. Even if you're told to "expect ILS 34L" controllers are allowed to assign you other approaches until you're actually cleared. Maybe the glideslope goes out and you're just "cleared localizer approach 34L". Maybe there's an accident and a runway gets shut down, or there are sequencing issues and the pilot ahead of you is slower than expected, and you get 34R instead. Maybe the winds just changed drastically, ATC knows you're not going to land a 25 knot direct crosswind, and suddenly you're "cleared ILS 34L approach, circle to land runway 9". Always copy and read back the specific approach you're cleared for, along with any altitude and heading instructions.