ficklefinger
Well, you, sort of, admit that KPOC does not have a SID. You had stated that KPOC had a SID, so this is progress.
So, we are over POM at 10,000 feet with an emergency. An emergency is, by FAA definition, a non-normal situation. I, in the back of your plane have a heart attack. It is going to a lot worse when you tell me you are going to get back into KPOC. This will require a 3000 fpm descent and lots of clever orientation to land, IFR, at KPOC. You will be going 250 knots and accelerating, so you want to slow down, go down and do a fancy, off the cuff procedure turn.
Why not load the ILS into KONT, where you are perfectly positioned, over POM, to enter final for 8 or downwind for 26 and land at an airport with on-field CFR coverage in the FMS?
Your statements indicate that you have some deep knowledge of TERPS templates allowing you to always stay within the protected airspace. My GLEX does not have overlays of the protected airspace, does you plane? Do you know TERPS standards in a way that allows you to stay within protected airspace?
You are quite correct, ATC does not care, in the least, how a pilot goes about the course reversal. They don't die in the crash, so why should they? Professional pilots do NOT take a blase attitude toward procedural requirements.
A "VFR Tower" is, by the way, a term meaning one not qualified to provide IFR separation for their airspace, either radar or non-radar. Should you inquire on their status, I suspect they would start laughing, then crying. A VFR airport is not paid like an IFR airport, I was responsible for one once. The controllers and the Chief tried everything to get radar qualified in an effort to increase their pay. Still haven't succeeded, yet.
GF