So as a practical matter, assuming you are able to figure out the misleading
nature of the clearance, what would you do?

I'm thinking that the controller hasn't technically give me anything I can't
fly yet, it's just that I would like to be cleared lower outside of the FAF
(before established). So I would accept the clearance "123Foxtrot cleared
descend 2000". (I have never flown an NDB approach so bear with me here)
Once I had established myself on a course of 232 to the NDB, I would say
"123Foxtrot 2000 request descent 1400feet" The controller would either
reply "123Foxtrot cleared to descend 1400" or "123Foxtrot, radar contact
lost, maintain 2000 until established" I would respond with "123F
maintaining 2000, will report crossing the NDB".

I guess a third option would be "123F, you are cleared to descend once
established".....in which case, see last sentence above.

"Greg Esres" wrote in message
...
I'd guess that you were OK to descend as soon as you intercepted the
inbound course,

Argh! No! The PILOT must know when he's established and within the
protected area. All you've intercepted is a navaid, not a segment of
the approach, until you've reached the start of that segment.

they intend for me to follow any altitude instructions as soon as
I'm on the course, even if I won't be inside PT limits for another 10
minutes or more.

What ATC intends is irrelevant. If they want you at the published
altitude before you reached the point where that altitude applies,
then they're got to clear you down to it, using their MVAs.

Failure to understand this concept has killed some people in the past,
including at least 1 airliner, TWA 514.

See the AOPA article:

http://www.aopa.org/asf/asfarticles/sp9806.html