ATC clears takeoff aircraft for midair

On Sun, 16 May 2004 13:47:43 GMT, "Steven P. McNicoll"
wrote:


"atis118" wrote in message
. com...

Yes, in order for a towered Airport to be class "D" it must have
surface based weather observation cabability, if not it is class "E"
and in some cases class "G" airspace.


That's not correct. All surface areas, Class B, C, D or E, require weather
reporting capability.


Would a radio to phone link to FSS qualify for a class e airport?

"StallFearer" wrote in message
...

Would a radio to phone link to FSS qualify for a class e airport?


With regard to weather reporting? I don't understand your question.

On Sun, 16 May 2004 15:28:30 GMT, "Steven P. McNicoll"
wrote:


"StallFearer" wrote in message
.. .

Would a radio to phone link to FSS qualify for a class e airport?


With regard to weather reporting? I don't understand your question.


Yes, with regard to the weather reporting requirement mentioned higher
in the thread.

"StallFearer" wrote in message
...

Yes, with regard to the weather reporting requirement mentioned higher
in the thread.


But what's your question?

"StallFearer" wrote in message
...

Would a radio to phone link to FSS qualify for a class e airport?

No. Class E or G airports are temporary in nature.

"Newps" wrote in message
...

No. Class E or G airports are temporary in nature.


Temporary airports?

"Steven P. McNicoll" wrote in message hlink.net...
"atis118" wrote in message
om...

Yes, in order for a towered Airport to be class "D" it must have
surface based weather observation cabability, if not it is class "E"
and in some cases class "G" airspace.


That's not correct. All surface areas, Class B, C, D or E, require weather
reporting capability.


You're right..I stand corrected, I got mixed up with the fact that
when a tower at a class "D" airport shuts down for the evening, the
airspace reverts to class "E" with controlled airspace starting at
700' or 1200'. I started typing before thinking :-)

Greg
Dakota N2957F

(atis118) wrote:
You're right..I stand corrected, I got mixed up with the fact that
when a tower at a class "D" airport shuts down for the evening, the
airspace reverts to class "E" with controlled airspace starting at
700' or 1200'. I started typing before thinking :-)

When the tower closes, some Class D's revert to a Class E Surface Area,
some revert to Class G. Which one is determined by whether there is
certified weather observing available after the tower closes.

"atis118" wrote in message
om...

You're right..I stand corrected, I got mixed up with the fact that
when a tower at a class "D" airport shuts down for the evening, the
airspace reverts to class "E" with controlled airspace starting at
700' or 1200'. I started typing before thinking :-)


A surface area requires:

1.) Communications. Communications capability with aircraft which normally
operate within the surface area must exist down to the runway surface of the
primary airport. This communications may be either direct from the ATC
facility having jurisdiction over the surface area or by rapid relay through
other communications facilities which are acceptable to that ATC facility.

2.) Weather Observations. Weather observations shall be taken at the
surface area's primary airport during the times the surface area is
designated. The weather observation can be taken by a Federally
certificated weather observer and/or by a Federally commissioned weather
observing system.

If the tower is responsible for taking weather observations, then when the
tower closes the airspace must become Class G. If the tower serves as the
rapid communications relay for the ATC facility having jurisdiction over the
surface area, then the airspace must again become Class G when the tower
closes, even if weather observations are still taken by another entity, such
as an AWOS or ASOS.

If communications still exist and weather observations are still taken after
the tower closes, then the airspace can become Class E or Class G. It will
become Class E if necessary to accommodate instrument procedures if such
action is justified and/or in the public interest. The following factors
are among those that are considered:

1. Type of procedure including decision height or minimum descent
altitude.

2. The actual use to be made of the procedure, including whether it is
used by a certificated air carrier or an air taxi/commuter operator
providing service to the general public.

3. The operational and economic advantage offered by the procedure,
including the importance and interest to the commerce and welfare of the
community derived by the procedure.

4. Any other factors considered appropriate.