Nothing backwoods about this, but very remote for me. I have very little tower experience and I need to fly there tomorrow. Call Portland approach tell them where I'm at, where i'm going....they give me clearance & tell me when to go to unicom??? I'm sure sure there is more than that. Can anyone give me more on what to expect? Step by step would be okay. I could fly to scappoose and not worry, but I need to get over this. Thanks Terry

The controllers at Portland are generally pretty cool. First get the current ATIS for PDX, call approach on the frequency specified for the direction from which you are approaching, they will give you instructions all of the way in, until they pass you off to unicom when you get close.

Be ready to record frequencies and accurately read back instructions. My two cents, that I wish I had the first time that I went in there years ago.

bcpstudent wrote:Nothing backwoods about this, but very remote for me. I have very little tower experience and I need to fly there tomorrow. Call Portland approach tell them where I'm at, where i'm going....they give me clearance & tell me when to go to unicom??? I'm sure sure there is more than that. Can anyone give me more on what to expect? Step by step would be okay. I could fly to scappoose and not worry, but I need to get over this. Thanks Terry

Very simple. Get ASOS on 135.125 or the ATIS, whichever they have. Airnav says they don't have a tower but the Skyvector site with sectionals says they do. Contact Portland Approach about 25 miles away from Portland, as all the airspace is defined by Portland. "Portland Approach, Cessna 123, 25 SW, landing Pearson, with information X(whatever the ATIS code is). He'll give you a squawk code and radar identify you and tell you to proceed to Pearson. If you have to fly near PDX you may be given directions to avoid them, depends on traffic. Absent any directions go GPS direct. Portland will turn you over to Pearson tower about 6-8 miles out. If they don't, ask. If you get near the class D airspace border and haven't been turned over and the frequency is too busy or they don't answer for some reason just switch to tower frequency. Tower will give instructions on how to land: enter left base, etc. Do not ever manuver to enter the pattern on a 45 at a towered field unless told to do so. Land. Follow instructions to parking and be careful not to cross anything you are not cleared to cross on the way to parking.
When you go to depart you'll have to tell ground control you want class C service from PDX, then they'll get you a transponder code and tell you what frequency to switch to on departure.

I fly out of there. If you come in over hillsboro (KHIO) direct to scapoose you are not in PDX airspace. The fuel is cheaper there anyway. If you need to get into pearson the simplest way is to over hillsboro again and once you clear the hills west of there turn east toward vancouver lake. contact PDX on 119.0 and tell them you are inbound to pearson. Make sure your're on 1200. they'll rattle off some warnings then tell you to switch to unicom. 123.0 is pearsons frequency. come over the east shore of vancouver lake and announce your intentions. Follow the railroad tracks and you'll head straight there. Sorry it sounds complicated, but it makes sense when you do it. You can cross directly over PDX. Just tell approach control you want to transition and do the north bank approach to pearson. I fly a stinson too. Enjoyed your video on the willamette. Good luck.
Mark and the yellow stinson

Operating with radar approach control is easy, and should make you feel safer because they will give you traffic alerts and you can rest assured you're not busting any airspace.

Before ever calling an approach control or tower, get the numbers: Record ATIS, ASOS, or AWOS, whatever you can get information wise. Let's say you're able to tune in Pearson ATIS and the ATIS code is Delta.

1) Call Portland Approach: If it's busy on the freq, start with who you are.

"Portland Approach, 1234X"

They'll come back when they can and ask what your request/intentions are.

2) Tell them what your location and intentions are. These three pieces of info (who you are, where you're at, what you're doing) can be combined into the initial callup if the freq is not busy.

"Portland Approach, 1234X is 5 miles north of Aurora, four thousand five hundred, landing Pearson with Delta."


3) They will respond with a transponder code, do the readback.

"1234X squawk 4567"

4) They will report radar contact and your position, then give you instructions on how to proceed to Pearson. Just read back the instructions and take note of any restrictions the clearance contains, like altitude.

5) Continue to Pearson and do not hesitate to announce to Approach what your intentions are if you need to do anything different that what you've told them you were going to do earlier.

6) When you're within a few miles of Pearson, Approach will hand you off to PDX Tower. After some research, it looks like PDX Tower handles the tower services for the Pearson Class D. Switch freqs and go from there. Call PDX Tower and tell them:

"1234X landing Pearson with Delta" where Delta is the ATIS code. They'll already be expecting your call and give you instructions on how to enter the pattern. The way I understand it, there's a dedicated freq for Pearson traffic for PDX Tower, so if you call on 119.0 they know you're landing Pearson, but I'd announce it anyway.


If you feel like you're screwing up or missed/forgot a detail of the clearance, ask them again or clarify. The controllers usually have a good sense of how well you understand the protocol just by what you say or the tone of your voice. I have become flustered, stumbled, and sounded absolutely retarded on the approach freq and they've always been cool.

Terry, it is just that simple. Have your transponder on and set to altitude. Listen to the atis 128.35 and have your altimeter set. Call when you reach the outer area of class charlie. 118.1 (100-279)degrees 124.35 (280-099)

They will want to know who you are, where you are, what you want to do, and your altitude. Be ready to copy the transponder code and any freq changes they may want you to make. Depending which runways they are using they may vector you around a bit.

They like us to participate in radar service but it is not required. You legally can fly up the Willamette River under the out shelf make a right at the Columbia River and call PDX on 119.0 because Pearson is class delta.

I would contact as soon as I got to the outer area of class charlie.

For leaving the AFD just says contact PDX 119.0 prior to take off.

As you can tell there is more than one way to get there.

I like wdnshu54 way of getting in.

You will be fine...Rob

I know where you're coming from. I've been flying a long time, but not much of it around Class B. When I have to, I always tell the controller that I'm just down here from Idaho and am unfamiliar. Believe me, it works every time, from CA to NC. You'll get first class, courteous service. Always remember that the controllers are your friend, and are not there to "bust" you for something. Be honest with them and yourself, follow the instructions, and feel no shame if you need to ask for clarification. You'll do great!

gb

The (old) sectional I have at home shows some class d, not real clear exactly where the boundaries are. They must overlap the class c lines. AOPA book sez continual class d, approach from the northwest, contact "Portland Internat'l, or tower clnc del on 119.0" before arrival & before takeoff. Airnav doesn't say anything about coming in from the NW or class d, but does say contact Portland ATCT on 119.0.
I've only been in there twice, both times years ago. Missed the whole call-ahead thing both times, but did call before takeoff (thanks to a little sign at the hold-short line). Since the floor of the class c airspace above is 1100, why do they have the call-for-clearance requirement? We have an airport near me that's right under a 1300 class c floor, with no contact required. Maybe the continual class d is something about needing a special VFR in MVFR/IFR weather?

Eric

hotrod150 wrote:Since the floor of the class c airspace above is 1100, why do they have the call-for-clearance requirement?

I think because Pearson is Class D to the surface, and you still need a clearance to depart Class D.

Pearson is in a segment of the Class D which is 1100 to 4000 ft.

Approaching from and departing to the West keeps you out of PDX airspace, but talking to the guys at PDX approach controlling the heavy iron is not a bad idea.

TD

TomD wrote:Pearson is in a segment of the Class D which is 1100 to 4000 ft.

I believe the Class C above it is from 1100 to 4000. Pearson itself is Class D from sfc to 1100.

I picked up my Luscombe from Pearson...I arrived in my truck and departed the same way with the plane on a snowmobile trailer so I didn't talk with anybody

.

1SeventyZ wrote:

hotrod150 wrote:Since the floor of the class c airspace above is 1100, why do they have the call-for-clearance requirement?

I think because Pearson is Class D to the surface, and you still need a clearance to depart Class D.

There's no class D that doesn't go to the surface. Class D's can be oddly shaped to fit in spaces between other classes of airspace. You wouldn't need to contact Portland to get in or out to/from the NW. As for SVFR you can only get one when within the surface area. And if you want to start a bar fight tell somebody they can't takeoff or land at another airport within the surface area while the primary airport is reporting IFR weather, even if the airport you want to go to is CAVU. One of the most misunderstood FAR's out there.

Bonanza Man wrote: And if you want to start a bar fight tell somebody they can't takeoff or land at another airport within the surface area while the primary airport is reporting IFR weather, even if the airport you want to go to is CAVU. One of the most misunderstood FAR's out there.

Is that because the IFR spacing requirements for the primary airport eclipse the area of the VFR satellite airport in the odd event that only the primary is IFR?

I got my ticket at Pearson. Getting in and out by not going through Charlie is easy, particularly if you approach from the north.

You still need to contact PDX for clearance into Delta airspace surrounding pearson. Typical approach is to come in over the north point of Lake vancouver, stay on the east side of the lake. contact the tower 119.0: "Portland Tower, <callsign>, over the north shore of Lake vancouver at <altitude> inbound to land Pearson". they'll come back and typically say to remain clear of charlie airspace and frequency change (to pearson) approved. Sometimes they'll announce other aircraft inbound or outbound. Switch to Pearson CTAF
123.0.

Approach and TPA altititude is at 1000'. Charlie & Delta start about midpoint of Lake vancouver (east shore) so get that altitude and hold it.

Flow of traffic at Pearson typically mimics PDX's flow even if there is a light tailwind at Pearson. Are the big jets landing to the east or west? Mostly I just use the ATIS and listen to the local traffic.

For RWY 25, aim for a blocky red brick building as you follow the east shore of the lake. by the end of the lake you should be able to turn 45 to approach the downwind.
For RWY 8 about mid point of the lake turn ESE towards a big ass BPA power substation. Just beyond the substation is an intersection of Hwy 503 and St. Johns. Turn your 45 to approach the downwind

Departing Pearson. After your runup, contact PDX tower for departure to the west. Before departure remember to make call on CTAF.
Departing 8 turn crosswind just past industrial buildings. Don't go too far or you'll be in charlie. DON'T GO PAST WHITE WATER TOWER on hill to north! Then downwind depart from downwind to west. Stay south of Lake Vancouver and north of the river. Once at the west shore of Lake Vancouver, charlie increases to 1800'. A climb to 1500' is typical and usually the last call I'll make to pearson traffic announcing position and intentions.

From 25, just stay north of the river and head to the SW corner of Lake Vancouver.

If approaching from the east or south, and wish to transition charlie, contact the tower using the appropriate frequency listed on the
chart for the direction you are approaching from.

Avoid the wildlife refuge north of vancouver lake.

Thanks for the help and the quick responses. It is like me to wait until
the last moment. I had to drive due to the fog.
I will man-up and go in there next chance I get. I will post on how it went.

Jr.cubbuilder my instructor was much better than my memerory is.

I guess I didn't ask my question clearly enough. I know you have to get clearance for class d airspace. The question is why is Pearson's airspace class d all the time? Or is it Portland's airspace & Pearson just happens to be inside of it.
That just brought back an old memory about Seatac's airspace. As a newly minted private pilot, I was going by there northbound, just west of the mainland. Looking at the chart, I realized that if I stayed just off-shore, I could bomb right through there under their class B. After I was clear, I looked closer at the chart & realized that while I was clear of their class B, they also had class d airspace down to the surface which I'd blown right through. Doh!!
What's up with these double (B & D) airspace shows at SEA & PDX?

Eric

1SeventyZ wrote:

Bonanza Man wrote: And if you want to start a bar fight tell somebody they can't takeoff or land at another airport within the surface area while the primary airport is reporting IFR weather, even if the airport you want to go to is CAVU. One of the most misunderstood FAR's out there.

Is that because the IFR spacing requirements for the primary airport eclipse the area of the VFR satellite airport in the odd event that only the primary is IFR?

Basically yes, it's because that is the definition of a surface area. The entire surface area's rules are defined by the weather at the primary airport. If the primary airport is IFR then everything else in the surface area is, by definition, IFR.

GroundLooper wrote:I got my ticket at Pearson. Getting in and out by not going through Charlie is easy, particularly if you approach from the north.

You still need to contact PDX for clearance into Delta airspace surrounding pearson. Typical approach is to come in over the north point of Lake vancouver, stay on the east side of the lake. contact the tower 119.0: "Portland Tower, <callsign>, over the north shore of Lake vancouver at <altitude> inbound to land Pearson". they'll come back and typically say to remain clear of charlie airspace and frequency change (to pearson) approved. Sometimes they'll announce other aircraft inbound or outbound. Switch to Pearson CTAF
123.0.

Approach and TPA altititude is at 1000'. Charlie & Delta start about midpoint of Lake vancouver (east shore) so get that altitude and hold it.

Flow of traffic at Pearson typically mimics PDX's flow even if there is a light tailwind at Pearson. Are the big jets landing to the east or west? Mostly I just use the ATIS and listen to the local traffic.

For RWY 25, aim for a blocky red brick building as you follow the east shore of the lake. by the end of the lake you should be able to turn 45 to approach the downwind.
For RWY 8 about mid point of the lake turn ESE towards a big ass BPA power substation. Just beyond the substation is an intersection of Hwy 503 and St. Johns. Turn your 45 to approach the downwind

Departing Pearson. After your runup, contact PDX tower for departure to the west. Before departure remember to make call on CTAF.
Departing 8 turn crosswind just past industrial buildings. Don't go too far or you'll be in charlie. DON'T GO PAST WHITE WATER TOWER on hill to north! Then downwind depart from downwind to west. Stay south of Lake Vancouver and north of the river. Once at the west shore of Lake Vancouver, charlie increases to 1800'. A climb to 1500' is typical and usually the last call I'll make to pearson traffic announcing position and intentions.

From 25, just stay north of the river and head to the SW corner of Lake Vancouver.

If approaching from the east or south, and wish to transition charlie, contact the tower using the appropriate frequency listed on the
chart for the direction you are approaching from.

Avoid the wildlife refuge north of vancouver lake.

You do not need to contact PDX for clearance into the class D. That is one way to do it. You can contact the class D facility and they can grant you entrance. The tower probably prefers you contact the approach control, especially if it's busy, but it is never a requirement. There's also no need to contact PDX for departure if you won't be in the class C.

hotrod150 wrote:I guess I didn't ask my question clearly enough. I know you have to get clearance for class d airspace. The question is why is Pearson's airspace class d all the time? Or is it Portland's airspace & Pearson just happens to be inside of it.
That just brought back an old memory about Seatac's airspace. As a newly minted private pilot, I was going by there northbound, just west of the mainland. Looking at the chart, I realized that if I stayed just off-shore, I could bomb right through there under their class B. After I was clear, I looked closer at the chart & realized that while I was clear of their class B, they also had class d airspace down to the surface which I'd blown right through. Doh!!
What's up with these double (B & D) airspace shows at SEA & PDX?

Eric

One thing you can bank on with airspace is only one controller is responsible for any one piece of airspace at a given time. No such thing as airspace being class C and D at the same time. In the case of PDX there will be a cutout of the class C to fit in some class D. The tower controller owns that airspace. When the tower closes, if it does, the airspace will either revert back to class C or to class E. There has to be a tower operating for there to be class D.