Hey Gary, thanks for the videos. I am a student pilot in tampa florida. Your videos really help me "fill in the blanks" of learning that I might not get in my regular training.
I like how you respond with "check" when ATC confirmed radar contact and verified your altitude and position. I usually respond with "roger" but I now see "check" is a much clearer response. Certainly, "wilco" and "affirmative" are in my opinion, worse than "roger".
You were cleared to land in the Cub just ahead of me on 31L today at KPSP. I was on my long solo XC in a DA40. From watching the videos I knew that green Cub would be hard to spot! Almost gave a "And fly the wing!" on the radio, but maintained radio discipline. Very helpful videos.
Thank you so much for the video even was being old like this and I’m newer here but finally a real flying experience through Spaces live not just talking talking and memorizing. Thanks a lot.
I fly though that pass once .with two people that never flew in small plane, Very turbulent...On return from palm springs flew over the pass nice and smooth..Keep the blue side up...
+Tom Cosentino Yeah, when you see those windmills spinnin' full-speed that's a sign it may be breezy. I flew the Cub through the pass yesterday, 33-kt. tailwind... Fast ground speed, but no turbulence or shear @ 4,500' (winds were calm at KPSP & Hemet at the time...)
It comes with LOTS of experience. Many people assume you can "learn" this stuff, and that's just not accurate. You can only learn the BASICS. You have to actually fly hundreds and hundreds of hours in the controlled/towered environment to get really good and "fluid" at it!! Unfortunately, I did all of my primary training in the UNCONTROLLED environment, and it constitutes about 130-ish of my 160 total hours! So, with just 30 hours in the controlled/towered environment, I'm sorta getting the "hang of it", but I can see that there's no way I can become an expert at it, without flying SEVERAL hundred hours, talking to ATC! As you said there are so many variations and situations! Although pilots are not held to the same standards as controllers, and while it is sorta OK to use "regular" language (which I do every now and again), standard phraseology is strongly preferred/encouraged. For instance, it was only recently, that I learned, if you cannot do something you're supposed to say "UNABLE". Today, in this video, I learned "UNRESTRICTED" and "RESTRICTED" for altitude!
I have to fly there in December so I am here seeing how it’s done in that part of the world. I’ll be coming in from the east over Joshua Tree. What altitude would give me 2000’ above that area?
I remember was flying midnight with a C152 and wind 21KT, they gave me left traffic and I got into med turbulence and I couldn’t land with that wind😁and head backed home
I see 126.7 & 135.275 for TRSA and SoCal Approach in ForeFlight (TRSA traffic is handled by SoCal; it's not another controller). I rarely hear them use the 135 (low staffing, I assume). 126.7 is the freq. they give on ATIS for all arrivals. I used to spend time trying to figure out the correct freq. to contact ATC on in different areas; the last few years, I just pick a freq. off the chart or FF, and if it's not correct, they'll tell you what freq. to use.
Thanks for the reply! That makes. I need to start doing that. I tend to stress out about all these frequencies, during my flight planing. But it makes to call the one you think is correct and if it’s not they’ll just let you know.
+Daniel Whiting Either is fine; less climbing thru Banning, but sometimes a bit turbulent. Look at BALDI intersection, sometimes I'll fly: SEE-> VPSLJ -> BALDI -> KPSP. Start bringing the power back north of Warner Springs & dive-bomb into KPSP!
