Two questions on VFR flight following into an uncontrolled field

I was too quick with the Send button...

It's almost a sure thing that the top 500 feet of Stewart's airspace has
been released to the overlying approach control by Letter of Agreement, so
SWF controllers wouldn't even be interested in you unless you transitioned
lower than that. In any event "Am I cleared through Stewart's airspace?"
would clear up any uncertainty.

Bob Gardner

"Tman" N/A wrote in message
...
Appreciate this groups insight ...

When getting VFR advisories into an uncontrolled field, when and how ought
one transition to the CTAF. Currently, I tune in and monitor the CTAF on
COM2, and if ATC doesn't tell me "squawk VFR, freq change approved" by
about 5 miles out, i get antsy and cancel advisories. The theory is that
I really want to be focused on other traffic on the CTAF, and the
advisories aren't always that helpful "numerous targets in the
pattern...". Also, there is sometimes a lot of chatter on the ATC
frequency, making it easy to miss a CTAF transmission even when monitoring
it. Should I just cancel advisories proactively 10 miles or so out so
that Ican focus totally on the CTAF? Or should i really let ATC take the
first step, with the assumption that they know best their abilitiy to
provide quality advisories, and they'll drop me over to the CTAF at the
most optimal time. I'd be interested in the different opinions on this...
What if i only had one COMM (like the C152 I on occassion fly).

Second question. Check out http://skyvector.com/#29-15-3-2383-2408, i was
flying into MGJ (Orange County) at 6500 from the E, getting advisories
from NY Approach. Actually the flight from the Ebrought me right over the
SWF (Stewart) Class D airspace, which has a 3000 ceiling. So I was in my
VFR descent actually right over Stewart, being careful and then some not
to bust the 3000 ceiling until i was well clear of the Class D, which gave
me all of 2 miles to get from about 3500 to the 1400 TPA at Orange County.
Rwy 3 was active at Orange County, so i overflew the field, went about 1-2
miles to the West, descended aggressively and entered the left downind on
a 45, still descending 1200 FPM right up to the downwind turn. Somewhere
right over the field, NY cancelled and i turned over to the CTAF.

OK, on reflection this did not strike me as the safest way to do things.
For one, the aggressive descent just outside of the downwind, in a field
that has a fair amount of turbine traffic flying (wider and higher)
patterns right where i was descending through. For another, i would have
rather been at TPA a fair bit out, so that i could have the benefit of
monitoring the pattern at eye level. Ideas on how to do this better?
Some thoughts that come to mind a

* Be more patient, go to the west even more, say 4-5 miles, give it time
for a gentler descent, and enter on the 45 at the TPA.
* Be more patient, and navigate to the N or S to avoid Stewart's Class D
altogether.
* Could I ask NY approach to talk to Stewart tower and see if i can get
permission to descend through Stewart's Class D. Might they do it and
would that be legal anyways -- or would i have to talk directly to Stewart
tower?
* Or would i just ask to cancel flight following in the vicinity of
Stewart, talk to their tower, tell them the deal and ask to descend
through their Class D enroute to MGJ?

There's large turbine traffic low all over the place here...

Any other ideas?

Thanks all! Tman...

"Bob Gardner" wrote in message
. ..

It's almost a sure thing that the top 500 feet of Stewart's airspace has
been released to the overlying approach control by Letter of Agreement, so
SWF controllers wouldn't even be interested in you unless you transitioned
lower than that. In any event "Am I cleared through Stewart's airspace?"
would clear up any uncertainty.


From the New York TRACON / Stewart Tower LOA:

4. PROCEDURES:

b. IFR Arrival.

(1) N90 shall:

(f) When the weather is VFR, coordinate with the TOWER all
instrument approaches to Runway 6 at Dutchess (POU).

f. Surface Area.

(1) The TOWER authorizes the TRACON to:

(a) Provide radar services within the Surface Area at 3,000
feet MSL.

(b) Descend into Class D airspace within the approach course
airspace depicted in Attachment A, as coordinated in
paragraph 4.b.(1).(f).


ATTACHMENT A

Dutchess Runway 6 Approach Course Airspace

Airspace based on Final Approach Trapezoid as defined in FAA Order
8260.3B - "United States Standard for Terminal Instrument Procedures
(TERPS)" Chapter 5, Paragraph 513.

"Bob Gardner" wrote in message
In any event "Am I cleared through Stewart's airspace?"
would clear up any uncertainty.

"Steven P. McNicoll" wrote in message
From the New York TRACON / Stewart Tower LOA:

While Steven's post is technically correct and with supporting data no less,
it takes a tangent to the OP's original questions. The LOA mentioned
references mostly TRACON problem of descending northeast bound traffic
landing KPOU clipping the KSWF class D.

The OP's answer was in Bob's simple statement above. And having flown the
similar route westbound many times, the ATC response will be "unable the
handoff to Stewart Tower,..." usually followed by "what are your
intentions?" if you are above 3000, or "VFR services terminated, squawk
1200, try Stewart Tower on 121.00" if you are below 3000.

I've found SWF to accommodate a westbound transition at 2500 (landing MGJ)
with little problem, but even the more typical crossing SWF at above 3000 is
no problem landing MGJ. You'll just need to plan your descent on the west
side of MGJ after over flying the field. Depending on my aircraft's
requirements, if landing 03, I begin a 500-700 fpm descent when crossing MGJ
westbound, descend for about two minutes and begin a standard rate
descending right hand turn, ending in a 45 inbound at pattern. Pretty much
what the OP did, except I never feel as rushed and would not descend at 1200
fpm just to keep it tight.

As to when to give up FF, I usually call the airport in sight, and I
definitely want to be on CTAF at five miles. Here in the NE, there could be
2 to 3 other planes looking to do the same thing I am at the very same time
(ie all overflying the field or entering the 45 from different directions)
and my eyeballs only work to about 3-5 miles at best.

This area is going to become very interesting over the next ten years. Since
the Port Authority of NY/NJ just took over official ownership of KSWF last
week. I saw plans for major highway and interstate changes to get airport
access. This area could see the next Class C if the plans are even half
fulfilled. That would probably open a new desk at TRACON and give even
better access for services. However, us VFR spamcans will have one less
block of airspace to just buzz around in.