Visit the facility and talk. They will tell what they do and why and you
can explain you r concerns.

BTW, if you are THAT worried, about an engine failure at night or in the day
for that matter, buy a twin and get very good instruction. Unless you are
over some very hostile terrain, like Chicago near Midway, and you are not
stretching fuel, an engine failure is not a serious problem that you will
solve with an extra 1,000 feet.



wrote in message
...
| That's interesting. The GPS 16 approach starts off in Class E then goes
into
| Class C at above 1700 just past the Gugwa (or Brenz) FAF.
|
| It looks like I could shoot the whole approach without talking to Jackson
| approach, although it would be very close. That being said, I've always
got
| the feeling that I should be talking to Jackson approach going into
Hawkins
| which is in Class C. I guess that gives me a little bargaining power.
| However, I have to deal with these controllers all the time and I supposed
| it's not wise to irritate them in this manner. My whole complaint is that
| they ignored my very understandable desire to stay within glide distance,
| which really shouldn't have been a problem for them. It was as though I
were
| inconveniencing them by flying the approach differently, wanting to stay
| higher until the FAF.
|
| Lately, I get the feeling that the Jackson controllers are overwhelmed. I
| flew in tonight, asked for the GPS 16 VFR by my own navigation and was
told
| "unable" when 20 miles out. What the heck does that mean? Unable to what?
| I'm flying the whole thing myself VFR. They don't have to do a thing.
|
|
| "Steven P. McNicoll" wrote in message
| ...
|
| wrote in message
| ...
|
| Let me elaborate: First of all, I am shooting the GPS 16 into KHKS.
This
| involves going to Ocaro and then doing a semi-hold prior to the inbound
| leg. The inbound leg is Ocaro, which is about ten miles from HKS, then
| Gugwa, which is five miles (I guess co-located to Brenz.) Remember, I
am
| single engine so my whole goal is to stay within glide distance.
Outbound
| from the IAF of Ocaro in the pre-approach hold, I am 13 miles from the
| runway, so 4000 is where I want to be if my engine fails. I fly a
Silver
| Eagle with a turbine, so a rapid descent is no problem. At night, I
like
| the structure of an instrument approach, but I want the altitude for an
| emergency glide. Maybe I shouldn't call it a "practice approach" but by
| doing so, the controller knows where I am going and why. He asked me to
| descend to 2,000 while I am outbound from Ocaro, 13 miles from the
| runway, for traffic that is not a threat an clearly visible to me. I
say,
| "If you don't mind, I'd like to stay higher until Gugwa." Controller
| says, "I do mind. Descend for traffic." So if I say "Unable to descend
| yet. Have traffic visually. Will maintain seperation." Can I continue
on
| my merry way and ignore his command that I descend below a safe gliding
| distance. Or is he going is he going to report me to the FSDO?
|
|
| You're VFR in Class E airspace, if you're not happy tell him bye-bye and
| remain clear of Class C airspace.
|
|
|