Something missing on the missed?

I see this alot in SoCal. Areas with tons of 24 hr Radar coverage.
You go missed, turn to the VOR and Call.,

I've seen this before in SoCal -- esp with lots of Radar coverage - 24
hrs a day. You go missed - turn to the VOR and call.

wrote:
I see this alot in SoCal. Areas with tons of 24 hr Radar coverage.
You go missed, turn to the VOR and Call.,

Actually, in the KEMT example there is no radar coverage until you leave
2,000 to 2,500. Because of the altitude cap at ADAMM they may not see
you until approaching ADAMM. Then again, it's still a long ways to PDZ
and you will never, ever hold there.

True - but EMT is towered

wrote:
True - but EMT is towered

What's a tower have to do with whether the missed approach has a holding
pattern?

Sorry - did not mean to relay that - I meant that there's radar
coverage - maybe limited coverage in the tower - but still radar, so
when you go missed, even if you are restricted in climb as you are at
EMT in the missed, you're talking to the tower 1st, who can vector you
if needed. So, no pre-designated hold is needed on the chart.

That's how I interpret it.!

Just because an airport has a tower doesn't mean it had radar coverage.
An an example, SAF (Santa Fe, NM) is a Class D towered airport with
a number of instrument approaches and....no radar.

-- Dane

In article .com,
wrote:
Sorry - did not mean to relay that - I meant that there's radar
coverage - maybe limited coverage in the tower - but still radar, so
when you go missed, even if you are restricted in climb as you are at
EMT in the missed, you're talking to the tower 1st, who can vector you
if needed. So, no pre-designated hold is needed on the chart.

That's how I interpret it.!

wrote:
Sorry - did not mean to relay that - I meant that there's radar
coverage - maybe limited coverage in the tower - but still radar, so
when you go missed, even if you are restricted in climb as you are at
EMT in the missed, you're talking to the tower 1st, who can vector you
if needed. So, no pre-designated hold is needed on the chart.

That's how I interpret it.!


That is not how it works. I don't know whether El Monte tower has a
tower radar display (Brite D, or whatever it's called). But, if they do
it would be from the same radar site used by SoCal Approach Control for
that area (on Ontario Airport). So, the same distance/line-of-sight
limitations would apply; i.e. the tower wouldn't have radar on anyone
much below 2,500.

Even if radar coverage were good, I don't believe a VFR tower can
provide any type of radar vector to an IFR aircraft.

On 04/13/06 08:07, Sam Spade wrote:
wrote:
Sorry - did not mean to relay that - I meant that there's radar
coverage - maybe limited coverage in the tower - but still radar, so
when you go missed, even if you are restricted in climb as you are at
EMT in the missed, you're talking to the tower 1st, who can vector you
if needed. So, no pre-designated hold is needed on the chart.

That's how I interpret it.!


That is not how it works. I don't know whether El Monte tower has a
tower radar display (Brite D, or whatever it's called). But, if they do
it would be from the same radar site used by SoCal Approach Control for
that area (on Ontario Airport). So, the same distance/line-of-sight
limitations would apply; i.e. the tower wouldn't have radar on anyone
much below 2,500.

Even if radar coverage were good, I don't believe a VFR tower can
provide any type of radar vector to an IFR aircraft.

Sorry ... what's a VFR Tower?

Even if radar coverage were good, I don't believe a VFR tower can
provide any type of radar vector to an IFR aircraft.

It depends on what the approach control and the tower have worked out
between themselves. They certainly may do a limited amount of
vectoring, usually with the departures.




Sorry ... what's a VFR Tower?

Any tower that isn't at the main airport for class B or C.