Initial Approach Fixes, FAFs and a rant!

[galaxy flyer]

Downwindabeam

You are very nearly dangerously wrong in much of your advice, it is not a "class room" debate, but basic IFR theory. If not in radar control, you have ONLY ONE means of not hitting the ground--"black line IFR", that is strict adherence to the lines and altitudes on the FAR 97 or PANS-OPS Instrument Approach Procedure. No exceptions. FAR 97 makes the published IAP, a FAA regulation.

First, the Aeronautical Information Manual (US) in Chapter 5 and TERPS states that the approach begins at, surprise, the Initial Approach Fix. The only exception is when being radar vectored to the final approach course, where technically the controller "short cuts" the plane onto the intermediate segment and the pilot takes over navigation. All approaches, even the latest SAAAR RNP ones, begin at an IAF(s).

You cannot be creative, just because you have an emergency. Here are problems with your last post:

--Grid MORAs, while charted for obstacles, do NOT guarantee communication (if radios operative) or navigation signal coverage. They are not meant for navigation, they are solely for terrain reference.

--MSAs are for emergency use only and again do not guarantee signal coverage, sorry about not finding that OM.

--MVAs are for the controller's use ONLY, according to the AIM and FAAO 7110.65. MVAs are not a TERPS'd product, they are generated at each FAA facility and cannot be used for pilot navigation. Plus, in the cockpit, there is no valid way to confirm your position relative to the MVA sectors. Your map does not have an MVA overlay, so how do you propose to orient yourself to the MVA chart?

The ONLY safe answer to the OP's question is strict adherence to the charts and stay on the black lines. Your idea that a pilot in an emergency can "make up" a route and altitude profile is simply not correct and dangerous.

The check airman's point was that IAFs are there, but when radar vectored one will not pass over the IAF, but intercept the course from a vector.

Lastly, the tower controller's "instruction" to fly heading of 035 is not a clearance, it is an instruction. If an runway heading is required to ensure obstacle clearance, it should be flown until assured of terrain clearance. As you are not in "radar contact" that heading guarantees nothing as to the terrain.

You might get away with some of those ideas in Florida or Kansas, in much of the world, not hitting anything would be mostly due to luck.

BTW, I have been in India and flying around, "making it" would make you a statistic quickly. Tirupati would be one place.

GF

-------------------edit to add from FAA Instrument Flying Manual---------------

An IAP can be flown in one of two ways: as a full approach or with the assistance of radar vectors. When the IAP is flown as a full approach, pilots conduct their own navigation using the routes and altitudes depicted on the instrument approach chart. A full approach allows the pilot to transition from the en route phase, to the instrument approach, and then to a landing with minimal assistance from ATC. This type of procedure may be requested by the pilot but is most often used in areas without radar coverage. A full approach also provides the pilot with a means of completing an instrument approach in the event of a communications failure.

--------------------edit to add from FAAO 7110.65 ATC Handbook-----------

Standard Instrument Approach Procedures shall commence at an Initial Approach Fix or an Intermediate Approach Fix if there is not an Initial Approach Fix.