I like my privatized airport :)

"Steven P. McNicoll" wrote in message
k.net...

Due to traffic? What traffic? You said it was IMC, so the tower can't
have
any VFR traffic approaching on a right downwind. If you're departing RWY
18

IFR traffic either being vectored for the approach or passing enroute.

This can particularly be an issue since MGW is a non-towered field so it is
harder for them to separate two IFR targets than it would be for a
radar-equipped tower.

--
Richard Kaplan, CFII

www.flyimc.com

"Steven P. McNicoll" wrote in message
k.net...

the runway. They can't deny you the DP, if a published IFR departure

They did deny me the DP until I volunteered that I would delay my departure,
and they still seemed puzzled as to why I wanted to wait.


Did they arbitrarily send you to MGW, or did you tell them at some point
that you'd like to proceed to MGW in the event of a miss? Again, "proceed
direct MGW" doesn't mean you must start a left turn to MGW at the MAP.


MGW was not an arbitrary destination; I had requested to fly the published
missed at JST and then proceed to MGW. "Proceed direct MGW" was indeed
the proposed alternate missed approach procedure; the missed approach
procedure needs to be executed at the missed approach point. Indeed, I
again requested the published missed and was denied it.

--
Richard Kaplan, CFII

www.flyimc.com

"Steven P. McNicoll" wrote in message
k.net...

My A/FD is almost two years old, but it indicates MGW is an FAA Contract
Tower and JST is still an FAA tower.

JST is a shared military-civilian field and I thought this affects
procedures/staffing. For example, JST tower always reminds pilots "check
gear down" which is not something done at a "standard" FAA tower. But you
might be correct that this is different from being an FAA Contract tower.


--
Richard Kaplan, CFII

www.flyimc.com

"Richard Kaplan" wrote in message
s.com...

IFR traffic either being vectored for the approach or passing enroute.


Should be separated by altitude, your direction of turn after takeoff would
not be an issue.



This can particularly be an issue since MGW is a non-towered field so it
is
harder for them to separate two IFR targets than it would be for a
radar-equipped tower.


MGW is a towered field.

"Richard Kaplan" wrote in message
s.com...

MGW was not an arbitrary destination; I had requested to fly the published
missed at JST and then proceed to MGW. "Proceed direct MGW" was indeed
the proposed alternate missed approach procedure; the missed approach
procedure needs to be executed at the missed approach point. Indeed, I
again requested the published missed and was denied it.


You're making this more complicated than it is. Fly the missed approach
procedure, just go to MGW instead of JST.

"Richard Kaplan" wrote in message
s.com...

JST is a shared military-civilian field and I thought this affects
procedures/staffing. For example, JST tower always reminds pilots "check
gear down" which is not something done at a "standard" FAA tower. But you
might be correct that this is different from being an FAA Contract tower.


Yes, there is a difference between an FAA tower and an FAA contract tower,
but the difference is transparent to the flying public.

In article t,
Steven P. McNicoll wrote:
My A/FD is almost two years old, but it indicates MGW is an FAA Contract
Tower and JST is still an FAA tower.

Forgive me for being dense, but the original poster said that Lancaster
(LNS) is a contract tower. I'm looking at my new A/FD, and I can't seem
to find out where it says that LNS is a contract tower. Where is this
listed?

--Ken

"Ken Hornstein" wrote in message
...

Forgive me for being dense, but the original poster said that Lancaster
(LNS) is a contract tower. I'm looking at my new A/FD, and I can't seem
to find out where it says that LNS is a contract tower. Where is this
listed?


In the communications section of the airport's listing of the A/FD,
immediately following the tower frequency. You'll find FCT for an FAA
Contract Tower, NFCT for a non-federal control tower, and nothing at all for
an FAA tower. My NE A/FD is a bit out of date, but it shows LNS to be an
FAA tower.

In article et,
Steven P. McNicoll wrote:
In the communications section of the airport's listing of the A/FD,
immediately following the tower frequency. You'll find FCT for an FAA
Contract Tower, NFCT for a non-federal control tower, and nothing at all for
an FAA tower. My NE A/FD is a bit out of date, but it shows LNS to be an
FAA tower.

Ah, okay, I had to look around a bit, but I found some examples of this.
ASH is a FAA Contract Tower, and it looks like MTN is a contract tower
part of the time, and a non-federal control tower some of the other time.
At least, that's my interpretation of listing for MTN ... I wonder why
that is?

Man, it seems like every time I look at the A/FD, I find something new.

--Ken

"Steven P. McNicoll" wrote in message
ink.net...

MGW is a towered field.

OK, I should not do this late at night.

I meant MGW is a NON-RADAR towered field.

Separation is certainly harder to maintain in a non-radar environment than
in a radar environment. As far as separating traffic by altitude, there may
be limitations in terms of what airspace MGW tower "owns" vs. situations
where they need to coordinate separation with other ATC facilities.

I can only tell you what happened on departure this date... clearly the
controller was not ideally skilled or else he would not have debated the
departure procedure with me, so it would not be surprising if he were also
not optimally skilled at non-radar aircraft separation procedures. You are
correct at stating what he COULD have done to separate me from other
traffic; I am just reporting what he DID do.


--
Richard Kaplan, CFII

www.flyimc.com