Only official instrument approaches authorised under FAR?

"Peter" wrote in message
...

FAR 91.175 (a) suggests that it is not permitted to carry out a
descent in IMC except on an official published IAP.

Any views on this?

How would it differ if the entire procedure was done in Class G?


What would you use for terrain clearance, and what for separation from other
IFR aircraft?

In article ,
Peter wrote:

FAR 91.175 (a) suggests that it is not permitted to carry out a
descent in IMC except on an official published IAP.

It does more than suggest, it states it quite explicitly (for most of us,
neither of the exceptions are likely to apply):

"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."

How would it differ if the entire procedure was done in Class G?

Not in the least. All IFR rules apply in class G except for the
requirement to obtain a clearance.

"Roy Smith" wrote in message
...

It does more than suggest, it states it quite explicitly (for most of us,
neither of the exceptions are likely to apply):

"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."

So the next question, which I'll ask on Peter's behalf is...

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

"Julian Scarfe" wrote in message
...

So the next question, which I'll ask on Peter's behalf is...

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?


Probably by being otherwise authorized by the Administrator.

"Julian Scarfe" wrote in message
...

So the next question, which I'll ask on Peter's behalf is...

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?


"Steven P. McNicoll" wrote in message
.net...
Probably by being otherwise authorized by the Administrator.

So is there some sort of generic authorization, or is it authorized on a
case by case basis?

The latter seems unlikely. Do you really apply for such an authorization
every time you fly IFR to Canada?

Julian

"Julian Scarfe" wrote in message
...

So is there some sort of generic authorization, or is it authorized on a
case by case basis?


Probably neither.



The latter seems unlikely. Do you really apply for such an authorization
every time you fly IFR to Canada?


I've never flown IFR to Canada. Given that Part 91 only prescribes rules
governing the operation of aircraft within the United States, including the
waters within 3 nautical miles of the U.S. coast, I'd feel pretty silly
asking for such authorization if I had a notion to.

"Julian Scarfe" wrote:

So the next question, which I'll ask on Peter's behalf is...

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?

That's easy, this rule doesn't apply outside the US. Part 91.1 says:

"this part prescribes rules governing the operation of aircraft [...]
within the United States, including the waters within 3 nautical miles of
the U.S. coast."

"Julian Scarfe" wrote:

So the next question, which I'll ask on Peter's behalf is...

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?

"Roy Smith" wrote in message
...
That's easy, this rule doesn't apply outside the US. Part 91.1 says:

"this part prescribes rules governing the operation of aircraft [...]
within the United States, including the waters within 3 nautical miles of
the U.S. coast."

Ah. I'm getting confused with Parts 43 and 61, which clearly have to (and
do) apply extraterritorially. That will also satisfy Peter's original
question, which I think was looking at the applicability outside the US.

Julian

"Julian Scarfe" wrote in message
...

Ah. I'm getting confused with Parts 43 and 61, which clearly have to (and
do) apply extraterritorially. That will also satisfy Peter's original
question, which I think was looking at the applicability outside the US.


What in Peter's original question suggested to you that he was looking at
the applicability outside the US?

"Julian Scarfe" wrote:

So the next question, which I'll ask on Peter's behalf is...

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?

"Roy Smith" wrote in message
...
That's easy, this rule doesn't apply outside the US. Part 91.1 says:

"this part prescribes rules governing the operation of aircraft [...]
within the United States, including the waters within 3 nautical miles of
the U.S. coast."

Now Peter has got me wondering about this.

The first bit that you snipped says:

" (a) Except as provided in paragraphs (b) and (c) of this section and
Secs. 91.701 and 91.703, this part prescribes rules governing the
operation of aircraft"

"Sec. 91.703 Operations of civil aircraft of U.S. registry outside of the
United States.

(a) Each person operating a civil aircraft of U.S. registry outside
of the United States shall--
....
(2) When within a foreign country, comply with the regulations
relating to the flight and maneuver of aircraft there in force;
(3) Except for Secs. 91.307(b), 91.309, 91.323, and 91.711, comply
with this part so far as it is not inconsistent with applicable
regulations of the foreign country where the aircraft is operated or
annex 2 of the Convention on International Civil Aviation; ..."

So what's the test for something being "inconsistent with applicable
regulations"? Many regulations work as prohibitions: if Part 91 prohibits
something and the regulations of the foreign country remain silent on the
issue (for example, the choice of instrument letdown), would the N-reg
aircraft still have to comply with Part 91?

Julian