"Gary Drescher" wrote in message
...

Actually, *any* regulatory requirement on a pilot works as a prohibition
(that is, the pilot is prohibited from violating the requirement). So if
foreign regs were construed as "inconsistent" with a requirement simply by
virtue of their being silent (and thus not imposing the requirement
themselves), then 91.703a3 would be entirely superfluous--it would only
require compliance with US requirements that the foreign regs *also*
impose, and thus would merely reiterate 91.703a2. Since 91.703a3
presumably was not intended to be superfluous, the only plausible
interpretation is that when the foreign regs are silent on a US
requirement, the requirement is in force for US aircraft.

In which case I repose my question:

"Unless otherwise authorized by the Administrator, when an instrument
letdown to a civil airport is necessary, each person operating an
aircraft, except a military aircraft of the United States, shall use a
standard instrument approach procedure prescribed for the airport in part
97 of this chapter."

Since Part 97 only prescribes approaches for airports within the US (and
presumably associated territories), how does an N-registered aircraft ever
fly an IAP in IMC outside the US?

Julian