"Max T, CFI" wrote in message
news:JYiSc.106867$8_6.104469@attbi_s04...
There are two different approach control sectors that border on LVK. From
the
SCK area, you undoubtedly were on 123.85. If you wanted to fly the
missed approach
at LVK and told them that before they handed you off to the tower, they
would
have coordinated with the sector that would handle you on the missed (I
think it's
135.4 or 134.5--can't remember as both freqs are used here in the Bay
area).
I tried to do just that with a student this morning as we came from SCK to
LVK.
The controller on 123.85 said he was unable to get the next controller to
accept us
for the missed, so we would have to land at LVK, and pick up a new
clearance on the ground.
We were in the same position as you--we had filed to SCK, and not any
further.
Max T, CFI

That clarifies a lot of things. For the first 4 approaches, I had been
talking to approach on 123.85, and informed them prior to getting handed off
to the tower that I intended to go missed. At LVK I forgot to tell them
that. It still raises a question though with regard to Bob Gardners' comment
earlier about SCK being my clearance limit. If I have the time and fuel and
ATC says things aren't to busy, I will occasionally take an approach in IMC
down to minimums, fly the missed and then go back for a second approach to a
full landing. For example, at MRY with a 500' ceiling, fly the NDB approach,
not find the runway, go back and land using the ILS. Suppose that had been
the case at SCK, but the weather had deteriorated so much below the forecast
that I really couldn't land. I wouldn't have known that until after I was
handed off to the tower and thus approach would not be expecting a missed
approach. It sounds like the flight plan status depends on the approach
controllers perception of the weather at an airport, which is unnerving to
say the least.

Ron Garrison