Pearson is a non-towered airport, but is in class d. So who owns that class d airspace, PDX tower or Portland approach? That's what I don't get.
Actually, the close-up on the sectional appears to show a dotted magenta line around Pearson-- isn't that class E, to protect an instrument approach?
I'm so confused, I'll probably never go to Pearson again, I'll just land at the old (closed) Evergreen airport. "Red & white 150, turning final for runway X".

Eric

Looking closer it appears there's no tower for Pearson. Never seen a class D with no tower. Looks like PDX tower somehow handles traffic there, don't know how that can be very efficient.

hotrod150 wrote:Pearson is a non-towered airport, but is in class d. So who owns that class d airspace, PDX tower or Portland approach? That's what I don't get.
Actually, the close-up on the sectional appears to show a dotted magenta line around Pearson-- isn't that class E, to protect an instrument approach?

As I understand it, the Pearson Class D airspace itself is continuously controlled by PDX Tower. If you want to get to Pearson by any route other than from the N or NW, you have to transition through the Class C, or skillfully thread your way around the inner surface layer below 4000. I think that long section of Class E to the NE of Pearson only extends to the E/NE boundary of the Pearson Class D...but like you said, I think that's to protect one of the IAP to rwy 21 at PDX.

Perhaps BM can shed some light on the fundamentals of airspace design... what additional advantage is there from the administration's point of view in segmenting Pearson as Class D rather than just including it in the Class C, since they are so close together. Does it have something to do with the earlier comment about weather minimum status of the Class C primary airport vs Pearson having some sovereignty as its own Class D?

Bonanza Man wrote:
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.

PDX is the class D facility for Pearson's airspace. It's a bit unusual in that contact and clearance is made through PDX on 119.0 then, once inside it's just like operating at an uncontrolled airport with calls made on the local CTAF, 123.0.

1SeventyZ wrote:
Perhaps BM can shed some light on the fundamentals of airspace design... what additional advantage is there from the administration's point of view in segmenting Pearson as Class D rather than just including it in the Class C, since they are so close together. Does it have something to do with the earlier comment about weather minimum status of the Class C primary airport vs Pearson having some sovereignty as its own Class D?

There's no difference between what you can and cannot do in class C or class D when the field is IFR. I didn't actually measure it but Pearson looks to be less than 5 miles from PDX, which would put them within the class C surface area of PDX and thus subject to the same rules as PDX when the field is IFR. I've never seen a class D without a tower and can't imagine being a controller trying to control traffic at an airport I'm not actually at.

Bonanza Man wrote:There's no difference between what you can and cannot do in class C or class D when the field is IFR.

I realize that, however you yourself made mention of a scenario where a primary airport defining the Class C is IFR yet a satellite airport is CAVU, and is therefore considered IFR because of the primary's status.

Also, it appears there's a wedge removed from the surface area of the PDX Class C, where the Pearson Class D is, which I would interpret as meaning Pearson is explicitly not within the Class C surface area?

I only seek to find out why it's designed this way.

1SeventyZ wrote:Also, it appears there's a wedge removed from the surface area of the PDX Class C, where the Pearson Class D is, which I would interpret as meaning Pearson is explicitly not within the Class C surface area?

If you notice, PDX class C airspace is quite chopped up. Besides the wedge out of the NW corner for Pearson, there is another mousebite where Evergreen used to be. Additionally, the SW edge is wiggly as it follows the Willamette River through the downtown area.

I believe these cutouts and wigglies are done for practical reasons. The PDX tower folks don't want to be bothered any more than necessary for traffic at the surrounding airstrips. Pearson traffic probably has to check in because it is almost perfectly aligned with PDX, but Evergreen didn't since it was not. In the days of following a map with your finger and looking for landmarks on the ground, it is sure easier to follow a river than some imaginary circle. Or, the river may have been left out so float plane traffic could use it without the need to be in radio contact with PDX.

As screwed up as much of government is, most of the FAA stuff seems to have rational though behind it. I think the designation of PDX airspace was actually a rational process.

tom