"Peter Duniho" wrote in message
...

It's called a typo. I know it's difficult to see where the "2" should
have gone, so I'll give you a hint: put it right before the "5" in "500".


Consider proofreading.



As I assumed. That doesn't answer the question I asked though.


You hadn't asked a question.



When a
tower controller tells me that I am no longer their problem but the chart
tells me I'm still in their Class D airspace, does that mean I have to
switch over to the approach facility and talk to them?


What problem is there to be solved? What's the situation?



Note that I'm not talking about a situation in which Class D overlaps with
some other more restrictive airspace. I'm talking about the situation in
which the ceiling of the Class D controlled by the tower has been lowered
by some letter of agreement, but where there was already an area of Class
E
between the Class B and Class D. For example, a TIW I recently learned
that the tower controller there only is responsible for traffic up to
2000' MSL,
but the Class B doesn't start until 6000' MSL (3000' MSL north of the
airport, but within the lateral limits of the Class D). The Class D as
charted goes up to 2800' MSL.

Since you say that controlled airspace is not altered by LOA, that implies
that the airspace up to 2800' MSL is still Class D. But the TIW control
tower has said they don't have responsibility for that portion of the
Class
D.


Non-approach control towers don't have any actual control over the Class D
airspace unless it is delegated to them by the overlying approach control or
center. A letter of agreement may give them responsibility and authority
for SVFR operations, or for silent departures of IFR aircraft, as examples.
For VFR operations there's not much for them to be responsible for, as no
separation is provided to VFR aircraft in Class D airspace. They may
specify runway, direction of traffic, aircraft to follow, etc., for the
purpose of providing runway separation. That and traffic advisories are
about it for VFR operations.



On the other hand, I was not given a handoff as I climbed through the
top, and by the time I managed to actually get Seattle Approach on the
radio with my particulars, I'd have flown out the side of the airspace.


A handoff is a radar function, I believe you mean you were not directed to
contact Seattle approach. Sounds like you were departing VFR, so there'd be
no reason for tower to tell you to contact them. If you want radar
services, you call them. If you don't want radar services, you don't call
them.



Am I really legally required to contact the approach facility given
responsibility for that portion of the Class D airspace?


No. If you're IFR you'll be told to contact them, if you're VFR there is
nothing they are responsible for.