Greg Esres wrote:

Airpersoj wrote:But, the tower controller issues that heading with
the expectation that the TRACON will cause it to be a
vector..eventually.

Ok, I can live with that. ;-) I take it you disagree with the blanket
statement that a heading and vector mean the same thing?

I do, unless it is at a place where context resolves any doubt in my mind.



Airpersoj wrote:If the term "for radar vectors" has not been stated,
the prudent pilot should ask, "Is that heading assignment for radar
vectors?"

And if the answer were "No", would you infer that the controller
intended the heading to apply only after flying any DP or is able to
maintain his own obstruction clearance?

I would infer that ATC couldn't care less; that I am solely responsible
for my own obstacle clearance. I would, and have, reply that I am going
to fly the XYZ DP."



Airpersoj wrote: He was probably talking about a non-tower airport
in Glass G airspace.

Do you not think that departing a non-radar class D airport is an
almost identical situation as departing a class G in regards to that
initial heading assignment?

It varies so, that it is probably best to start from the premise that a
Class D airport without radar could provide a departure clearance similar
to what a Center does out of a Class G IFR airport. (Then, there are
Glass G VFR airports where it really becomes a crap shoot ;-) As to the
Class D non-radar airport, it all depends upon the IFR ATC clearance they
issue in the context of the obtacle environment for that airport. Bottom
line: the pilot is *always* the one on the hook, first anf foremost.

To keep the system working, it's the pilot's duty to challenge any ATC
clearance or instruction that is ambigous, but in a cooperative manner
unless urgency is of the utmost importance.