B737-800 flight crew is vectored for ILS 10 at svmi below normal intercept altitude.

Attributes
ACN	696904
Time
Date	200605
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : svmi.airport
State Reference	FO
Altitude	msl single value : 7000
Aircraft 1
Controlling Facilities	tracon : svmi.tracon tower : spg.tower
Operator	common carrier : air carrier
Make Model Name	B737-800
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer only : 10
Flight Phase	descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
ASRS Report	696904
Events
Anomaly	other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Supplementary
Problem Areas	Chart Or Publication Flight Crew Human Performance ATC Human Performance Airport
Primary Problem	Ambiguous

Narrative:

Always; as in 100% of the time; svmi approach vectors us below the minimum altitudes published on the approach plate. For example; the temperature radar ILS runway 10 approach has the feather altitude published at 3580 ft. Always they will vector you; take you off the arrival and descend you to 2000 ft well before the feather intercept. I am not on a published transition; below the MSA; below the IAF/FAF altitudes. In short; below any altitude that I can find published anywhere. I realize that I am over the ocean; no terrain to be concerned about. I am not visual; have not called the field -- this clearance happens depending on the WX. When I have tried to query them about the legality of the clearance; it creates a great deal of confusion on the part of the controllers. They do not understand what I am asking. So mostly; I accept the clearance and fly the VNAV path to hit the feather/FAF (when the VOR/DME is up the FAF) at or above that published. Am I illegal in accepting a clearance that I suspect might be illegal? Is this an illegal clearance? Am I legal to accept a clearance that is illegal (if it is) and then comply with it in such a manner as to fly a legal approach saving confusion on the part of the controller? This clearance is given 100% of the time to 100% of the aircraft that speak english. Why can I do it here (if I can) and not elsewhere where it may not be so obvious that it is safe?

Original NASA ASRS Text

Title: B737-800 FLT CREW IS VECTORED FOR ILS 10 AT SVMI BELOW NORMAL INTERCEPT ALT.

Narrative: ALWAYS; AS IN 100% OF THE TIME; SVMI APCH VECTORS US BELOW THE MINIMUM ALTS PUBLISHED ON THE APCH PLATE. FOR EXAMPLE; THE TEMP RADAR ILS RWY 10 APCH HAS THE FEATHER ALT PUBLISHED AT 3580 FT. ALWAYS THEY WILL VECTOR YOU; TAKE YOU OFF THE ARR AND DSND YOU TO 2000 FT WELL BEFORE THE FEATHER INTERCEPT. I AM NOT ON A PUBLISHED TRANSITION; BELOW THE MSA; BELOW THE IAF/FAF ALTS. IN SHORT; BELOW ANY ALT THAT I CAN FIND PUBLISHED ANYWHERE. I REALIZE THAT I AM OVER THE OCEAN; NO TERRAIN TO BE CONCERNED ABOUT. I AM NOT VISUAL; HAVE NOT CALLED THE FIELD -- THIS CLRNC HAPPENS DEPENDING ON THE WX. WHEN I HAVE TRIED TO QUERY THEM ABOUT THE LEGALITY OF THE CLRNC; IT CREATES A GREAT DEAL OF CONFUSION ON THE PART OF THE CTLRS. THEY DO NOT UNDERSTAND WHAT I AM ASKING. SO MOSTLY; I ACCEPT THE CLRNC AND FLY THE VNAV PATH TO HIT THE FEATHER/FAF (WHEN THE VOR/DME IS UP THE FAF) AT OR ABOVE THAT PUBLISHED. AM I ILLEGAL IN ACCEPTING A CLRNC THAT I SUSPECT MIGHT BE ILLEGAL? IS THIS AN ILLEGAL CLRNC? AM I LEGAL TO ACCEPT A CLRNC THAT IS ILLEGAL (IF IT IS) AND THEN COMPLY WITH IT IN SUCH A MANNER AS TO FLY A LEGAL APCH SAVING CONFUSION ON THE PART OF THE CTLR? THIS CLRNC IS GIVEN 100% OF THE TIME TO 100% OF THE ACFT THAT SPEAK ENGLISH. WHY CAN I DO IT HERE (IF I CAN) AND NOT ELSEWHERE WHERE IT MAY NOT BE SO OBVIOUS THAT IT IS SAFE?

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.