Narrative:

Unable to obtain ATC clearance for GPS-a to libby; montana because unable to obtain altimeter setting as per published standard instrument approach procedures; i.e. 'Obtain local altimeter setting on CTAF; if not received; procedure not authorized.' frequency on current commercial chart indicates CTAF frequency of 122.8. No response on frequency despite numerous attempts. The naco chart; the airport facility directory; and the garmin's installed in the aircraft; all indicate an AWOS frequency of 118.575. This frequency was attempted numerous times; but no weather. ATC asked if we had called the land-line number; to which we responded no because no authorized phone service was onboard the aircraft. ATC called the number and obtained the local altimeter setting; then issued clearance for the GPS-a approach. If ATC had not done that; we had decided that if we descended to the lowest altitude ATC would authorize and we could not see the airport for a visual; we would return to our departure airport. Although the airport is not restricted to day-only; the surrounding terrain should certainly be a strong consideration for limiting to day- only operations. Departure was another consideration. The only departure from S59 is the eyese one RNAV departure for runway 15. The commerical chart airport diagram has a boxed note 'IFR departure not authorized.' this note does not appear to be on the naco chart. We attempted to obtain an ATC clearance (through FSS through ATC by phone) for a VFR departure through 4;000 ft MSL then an IFR clearance on course. ATC issued an IFR clearance while on the ground with a 'void if not off by' time. We maintained terrain and obstruction clearance during the climb until after establishing communication with ATC. Last consideration was the weather during ground operations. A de-ice bucket/sprayer was not onboard the airplane. Outside air temperature was 2 degrees celsius at the time of departure. During preflight; the 'broom' (although no handle could be found) in the baggage area was used to clear the top of wings of moisture and to ensure none of the moisture was slush and/or ice.

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Original NASA ASRS Text

Title: A light transport pilot reported that S59's (Libby; MO) listed AWOS and CTAF frequencies were not transmitting and so he could not obtain a local altimeter prior to executing the GPS-A approach. ATC used a land line and obtained the current setting for the aircraft.

Narrative: Unable to obtain ATC clearance for GPS-A to Libby; Montana because unable to obtain altimeter setting as per published Standard Instrument Approach Procedures; i.e. 'Obtain local altimeter setting on CTAF; if not received; procedure not authorized.' Frequency on current commercial chart indicates CTAF frequency of 122.8. No response on frequency despite numerous attempts. The NACO chart; the Airport Facility Directory; and the Garmin's installed in the aircraft; ALL indicate an AWOS frequency of 118.575. This frequency was attempted numerous times; but no weather. ATC asked if we had called the land-line number; to which we responded no because no authorized phone service was onboard the aircraft. ATC called the number and obtained the local altimeter setting; then issued clearance for the GPS-A approach. If ATC had not done that; we had decided that if we descended to the lowest altitude ATC would authorize and we could not see the airport for a visual; we would return to our departure airport. Although the airport is not restricted to day-only; the surrounding terrain should certainly be a strong consideration for limiting to day- only operations. Departure was another consideration. The only departure from S59 is the EYESE ONE RNAV DEPARTURE for Runway 15. The commerical chart airport diagram has a boxed note 'IFR departure not authorized.' This note does not appear to be on the NACO chart. We attempted to obtain an ATC clearance (through FSS through ATC by phone) for a VFR departure through 4;000 FT MSL then an IFR clearance on course. ATC issued an IFR clearance while on the ground with a 'void if not off by' time. We maintained terrain and obstruction clearance during the climb until after establishing communication with ATC. Last consideration was the weather during ground operations. A de-ice bucket/sprayer was not onboard the airplane. Outside air temperature was 2 degrees Celsius at the time of departure. During preflight; the 'broom' (although no handle could be found) in the baggage area was used to clear the top of wings of moisture and to ensure none of the moisture was slush and/or ice.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.