Two questions on VFR flight following into an uncontrolled field

"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.

Tman wrote:
Appreciate this groups insight ...

When getting VFR advisories into an uncontrolled field, when and how
ought one transition to the CTAF.

A lot of it is going to depend on which uncontrolled airport you are going
into. Take for example KELD. Center only has radar coverage of the area down
to ~2000 ft. Pattern alt is ~1000 feet. So flight following is going to have
very little information on what's in the pattern.

A good rule of thumb would be to be on the freq where you are going to get
the most and best information. And not only be prepared to make that
decision yourself but PLAN to make that decision yourself because flight
following might well forget you.

"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.

On Sun, 4 Nov 2007 11:45:19 -0500, "Tman" N/A wrote:


Since you are talking to ATC, unless told to maintain clearance or
altitude, there is no reason you can't fly through class D or C
airspace or even B if told cleared through the Bravo.


Really AIM 3.2.5 says that i need to have two-way radio contact with the
"ATC facility providing ATC services", which in this case i think means i
need to be talking to Stewart Tower, not NY Approach (?).


And this uncontrolled field he's asking about has a tower?

It should be at least 5 out, Airport in sight, request frequency
change. They'll approve the change and terminate FF at that point
usually with any traffic advisories if they see any. 5 out gives you
at least a bit of time to monitor CTAF or UNICOM and anounce your
intentions.

Roger (K8RI)

T