--Midwest ATC Service, Inc officially took over operational duties at COU FCT (Columbia Federal Contract Tower) on August 3rd, 1997.
2. What are COU FCT operating hours?
--COU FCT is operational from 0700 local til 2100 local time - 365 days per year.
3. What airspace is in effect when COU FCT is operational each day?
--From 0700 local til 2100 local, COU FCT operates within a Class "D" airspace. This airspace extends outward from the Columbia Airport for approximately 4.5 nm and extends upward from the surface to 2500 AGL (3400
MSL). When the COU FCT is closed, the airspace becomes Class "E" airspace.
4. What conditions must I meet to enter or depart Columbia's Class "D" airspace?
--As a pilot, you must establish 2-way communications with the COU FCT prior to flying into the airspace or prior to taxiing off the ramp area toward a runway. If you can't establish comms with COU FCT and you are trying to enter the area, you will have to divert to an alternate airport. However, if you have a legitimate emergency situation, you can enter the airspace. If you are trying to depart the airport and can't establish comms with COU FCT, return to the ramp or FBO and give the tower a call on the phone - we can probably work something out with light gun signals.
5. What do I do if I have no communications with COU FCT, have an emergency, and have entered the Class "D" airspace for landing?
--When you get close to the airport, look at the windsocks and pick out an appropriate runway (for you) for landing. Then, if able, circle the tower in a racetrack pattern. Ensure you don't cross over or interfere with Runway 2/20. Also, watch for additional traffic departing Runway 13 or arriving on Runway 31. Look for a light gun signal from the COU FCT. We will move traffic out of your way once we learn you are "no radio" (NORDO). Don't be surprised to see emergency vehicles on the taxiways since we won't know if you have a problem until after your landing. Give the tower a call when you can after landing so we have an understanding of the situation.
6. What services can I expect from the COU FCT in a Class "D" airspace environment?
--In a Class "D" environment, COU FCT personnel provide sequencing (who you will follow), traffic information of known traffic near you, and weather information. Our main purpose is to provide RUNWAY separation (ensuring you have the appropriate separation when you land or depart from a COU runway). We provide NO SEPARATION SERVICES to VFR aircraft while inbound to or outbound from
Columbia Airport. This means when you enter the Class "D" airspace, it is up to you, the pilot, to look for traffic and separate yourself from other traffic in the area.
As a controller, I will tell you about other traffic near you and I will tell you who to follow.
It is your job to separate yourself from other traffic and follow the assigned sequence aircraft. Granted, as controllers we will try to assist you in any way to achieve this separation. But, it is your job as a pilot to follow VFR rules and keep your eyes peeled for other planes.
7. When the COU FCT taxies me out to Runway 20, do I have to "hold short" of Runway 13/31 or can I proceed onto Runway 13/31 for my warm-up?
If the COU FCT controller issues taxi instructions to Runway 20 with NO restrictions ("Hold short of Runway 13/31") you can legally proceed onto Runway 13/31 on your way to Runway 20.
If the controller issues taxi instructions to Runway 20 with restrictions such as "Hold short of Runway 13/31" - you shall not proceed onto Runway 13/31.
The same rule applies if you are taxied to Runway 31. You can cross Runway 20 on your way to Runway 31's approach end as long as you aren't given any restrictions.
--First, be aware that COU FCT has no radar equipment in the tower cab. All we have are 6 big plate-glass windows and two pairs of binoculars. We rely mainly on the accuracy (or inaccuracy) of pilot position reports. So, if one pilot is using the accuracy of DME and another pilot is giving it "his best guess", things can be rather inaccurate. Also, we get pilots who report in east of the airport when they are actually west, so on and so forth. This is one reason the COU FCT is not held acountable for VFR aircraft separation.
9. As a pilot, I have heard the COU FCT controller assign the same reporting point to 2 or 3 inbound aircraft. Shouldn't the controller give different reporting points?
--Now that you know that the system in a Class "D" airspace is not based on accuracy, and that the COU FCT is not responsible for VFR separation - you can see how we can use one point for a few aircraft. The tower controller gets your initial report and issues any traffic in your vicinity that is also inbound. We expect the pilot to look for that traffic and advise us when the traffic is in sight. Then, we will work out a sequence. If a pilot doesn't agree with a sequence or wants more room, he should advise the tower. The pilot can even suggest a direction of turn, 360-degree turn, or other maneuver to alleviate the situation.
However, different reporting points can be given depending on the controller's personal technique. Don't forget - you are the final authority of your aircraft. We are an advisory service. We are here to help but you are the final decision-maker
10. Which method of reporting to the tower is preferred by COU FCT controllers ?
--When you are inbound to Columbia Airport (or even when you are ready to taxi out) we prefer that you use the following phraseology:
"Columbia Tower, N xxxxx"
Then, pause and give the tower a chance to answer. When a pilot checks in with callsign and a bunch of position reports and requests , we may or may not have a chance to comprehend or record this information. The controller may be talking with an approach controller, making an ATIS, or talking on the phone when you make your initial call. (In other words, we may miss everything you say)
When the tower controller is ready for your information, he will say "Nxxxxxx, Columbia Tower".".
You should advise the COU FCT controller of the following:
a) Distance from COU Airport
b) Direction from COU Airport
c) Your request (Full stop, option, etc)
d) ATIS code
"Columbia Tower, N12345."
"N12345, Columbia Tower "
"Columbia Tower, N12345 is 10 miles northwest of Columbia Airport, Request touch-and-go then depart to the east, Information Bravo."
9. In an earlier question, you mentioned runway separation. What ATC rules does the tower controller use for runway separation?
--If you would like to view the Air Traffic Control rulebook in use by all controllers nationwide (from Chicago-Ohare Tower to Columbia, MO FCT), click on the following web page address:
FAA Order 7110.65 ATC Manual
Chapter 3 of this manual contains several of the runway separation rules in use at Columbia FCT.
These rules and their application depend on several things: Weather, pilot experience, other aircraft weights and sizes, etc. It's up to the controller as far as the type of separation he wants to apply. Don't be surprised if you see an aircraft still rolling out on the same runway upon which you are about to land. As long as the controller meets all requirements of a rule, he can apply it - thus allowing this kind of separation.
14. What phraseology or instructions do I have to "readback" to the tower controller?
Readback :
a) when given taxi instructions, readback the assigned runway.
b) any "Hold" or "Hold short" instructions. Any time you hear the word "hold" - you probably have to readback to the tower.
c) any "taxi into position and hold" instructions.
d) when given "Land & Hold Short" instructions, readback the "Hold short of Runway #### " portion.
Frequently Asked Questions - Page 2