AIR CARRIER INBOUND TO TLH WAS CLEARED FOR RNAV GPS RWY 9 APPROACH; VIA CONPA; ELECTED TO TURN OUTBOUND AT RAGKO; PROMPTING QUESTIONS FROM ATC.

Narrative

WE WERE BEING VECTORED FOR THE GPS 9 APCH ON A 270 DEG HDG INTO TALLAHASSEE AND TOLD TO DSND TO 2000 FT; DIRECT CONPA. WE WERE GIVEN DIRECT CONPA AND 'CLRED FOR THE GPS 9 APCH.' WE DSNDED TO 2000 FT AND FLEW THE APCH AT 2000 FT AND I READ BACK 'DSND TO 2000 AND CLRED FOR THE FULL GPS 9 APCH.' HALFWAY TO CONPA WE WERE TOLD TO CONTACT TWR AND THEY CLRED US TO LAND. AT RAGKO WE PROCEEDED OUTBOUND ON THE PUBLISHED COURSE REVERSAL FOR THE GPS 9 APCH. AFTER LNDG TWR QUERIED US ON OUR DECISION TO FLY THE FULL APCH AND NOT TO TURN DIRECTLY INBOUND FOR THE GPS 9. I REPLIED WE WERE FLYING THE FULL APCH AS DEPICTED ON OUR CHART. ATC ASKED US A QUESTION AFTER LNDG WHY WE FLEW THE APCH WITH THE COURSE REVERSAL. WE BELIEVED WE WERE BEING INITIALLY VECTORED FOR AN INTERCEPT FOR THE APCH SO I ACCEPTED 2000 FT. AFTER BEING CLRED FOR THE APCH FROM CONPA; WE FOLLOWED THE APCH AT ATC'S MVA OF 2000 FT. NOWHERE WAS 2000 FT LISTED ON THE APCH. I UNDERSTAND THAT ATC CAN VECTOR US AT LOWER ALTS WHEN IN THE ATC RADAR ENVIRONMENT AND MVA'S ARE NOT PUBLISHED. I READ BACK 'CLRED FOR THE FULL GPS 9 APCH' ON 3 SEPARATE OCCASIONS; (THIS INCLUDED APCH CTL AND TWR). CLARIFICATION ON THE PROC WITH A NOTE ALLOWING A LOWER ALT WHEN ATC INSTRUCTION ON THE APCH PLATE AUTHORIZING A LOWER MVA. ON MULTIPLE APCHS AT MULTIPLE ARPTS; IAF'S ARE MISSING FROM THE FMS DATABASE AND MUST BE MANUALLY INPUTTED (ILS RWY 18R CLT; TOMME). THE FMS DATABASE NEEDS TO INCLUDE ALL IAF'S FOR APCHS.