A Pleasant Experience.

[desertdog71]

I have to say, that despite the quality of my training. Of which I feel has been excellent up to this point. One draw back may be that I have had limited controlled tower experience.

My assignmet for the next couple weeks, is to do cross country flights. These will include flight following, gong into Class C or Class B Airports and using the system.

Yesterday I decided to fly into Tulsa International. I was a little nervous about it, I just didn't want to do or say anything stupid was why. Anyways, I took off from Chanute, opened my flight plan, and made my way for Tulsa. I did not use flight following this first flight. So I contacted Tulas Approach 20 miles out. I was given vectors to enter a right base for 18R, advised of Traffic. I neared the airport and was placed number 2, following a Citation on a 3 right mile base. I was the told to contact tower on 124.0 At that time somebody had a stuck Mic. Then told to switch to 118.7 the tower asked me for a Radio Check real quick. When they realized it wasn't the lowly single engine guy. Tower started ripping a new one back on 124.0. I was told descend and turn final my descretion, cleared to land.

Landed and cleared, contacted ground. Got progressive instructions to Mercury Aviation. Got routed around and between some Heavys. 737 a CRJ and a 757. Ground was BSing with the 757 Crew, asking them about their base and such. I ended up enjoying my trip into and back out of Tulsa. The Controllers were very helpful, and not intimidating as I expected. I guess my only real dumb mistake was on Departure. Clearance Delivery gave me instructions to remain at or below 2500, and when I contacted Departure. I told them I was climbing thru 1600 for 2500. They told me turn 270 and climb at my descretion. A few minutes later, they said "Skyhawk 79881 you may procede on your course" I asked "Tulsa Dep. Skyhawk 79881, Proceed on 270 or may I proceed to my planned 335 course and climb to planned altitude."
They came back "Skyhawk 79881, you are cleared for your planned heading and altitude"

I just wanted to make sure, was I kind of stupid here?
The instructions seemed a bit unclear they way they worded it.
The tone he said it was kinda "DUH" like I should have known what he was saying. I felt like clarifying was the best option, but I want to know if this is common so I can look for it in the future."

Thanks

OH, and before you say it. My CFI is off until Wednesday. That is why I haven't asked him yet.

Thanks Again.

[SoFlo]

Originally Posted by desertdog71

They came back "Skyhawk 79881, you are cleared for your planned heading and altitude"

I just wanted to make sure, was I kind of stupid here?
The instructions seemed a bit unclear they way they worded it.

Not stupid at all. It would have been stupid if you did not know what you where doing and than played it off as you did, possibly putting yourself, someone else, or your license in danger. As you said before, ATC had been very helpful. They usually are. Whenever you are unclear about something, just ask. They would much rather help you out than yell at you. (although some may argue that point)

[SIUAv8r]

Sounds like you had some fun exploring the countryside.
You definetly did the right thing by clarifying the instructions from ATC. The worst thing you can do is just think that you heard the instructions and end up doing something wrong and endangering yourself and others in the process.

[desertdog71]

Yeah, it was a nice flight. Smoky as hell below 5000 though. Lots of Farmers burning the fields right now around here. Makes for some nice convective turbulence at times also. I climbed up to 7500 for the return trip to Chanute, and the horizon was just a Layer of smoke. Nice and smooth though, and cool as well. It was getting a little warm.

I am planning some more trips, ICT, MCI, MKE, and some others I can't remember the codes for. Springfield, MO. Nothwest Arkansas Regional.

Maybe even DIA, OKC

Still waiting to find out if I am taking a trip to Va. Beach also. That will be a good 18 hours round trip in the C172. Good news is we are picking up a Twin Commanche there, for me to get some Multi-time in. WOO HOO!!!

[Killtron2000]

It never hurts to ask ATC to clarify something its better to look a little foolish and ask then take a chance or have ATC send you way out of your way IMHO.

[scottyboy75]

Cause sometimes your eyes are better than theirs.

[casey]

sounds like you had some fun. As you get more experience you'll find ATC is pretty easy to deal with (but there are a couple exceptions).

Originally Posted by desertdog71

My assignmet for the next couple weeks, is to do cross country flights. These will include flight following, gong into Class C or Class B Airports and using the system.

just a word of advice if you plan on going into fields with class B airspace, do your homework first. If at all possible go into a satellite field, or a secondary field (ie, in dallas go to love and not dfw if you want to go somewhere with bravo to the surface). Going to a satellite field under the bravo will give you experience with the bravo that you want without the hassles of landing at the primary field. If you do go into a primary field, study the taxi layout before you go.

Every once in a while i hear ground giving it to some guy in a light twin trying to find the FBO at IAH and getting in the way of all the traffic taxiing to the 15's for departure (that all of IAH's taxiways are named with two letters doesnt help).

Also, remember to hear "Cleared into class bravo" from a controller before you cross that little line on your sectional. Some controllers will give you a squawk and vector you in, but dont take an implicit clearance, ask him if you are cleared in if you are in doubt. If for whatever reason they pull a tape, you want those words to be on it. Keep in mind the bravo is "3d" as well, and watch your altitude of you are staying below a shelf, dont climb into it without your clearance. Also remember that *inside* the bravo you only have to be clear of clouds, not the normal 500/1000/2000 deal, in case you get a vector that takes you pretty close. Just dont go inside

Last tip, knowing what you are going to say, and saying it with confidence to ATC makes a big difference. If the airspace is busy it could be the difference between "cleared into class bravo, fly heading 270 vectors to xxx" and "negative, remain clear of class bravo".

Have fun, stay safe.

[SoFlo]

Originally Posted by casey

Also, remember to hear "Cleared into class bravo" from a controller before you cross that little line on your sectional.

That it probably the best advice possible. Read what he said over 10 times

[Van_Hoolio]

Class Bravo, ehh... A year ago I was studying the endorsements CFI's give student pilots (there are 2 endorsements related to flight in class Bravo). At the time I thought, to myself, "What kind of nutjob would send their student solo not only through class Bravo airspace, but to the primary airport in class Bravo!"

Funny how things like that work out. I finally had to give those two endorsements the other week to my civilian student so he could do his solo work.

Mike

[ComplexHiAv8r]

Why did you wait to take off to open your flight plan? If your radio couldn't reach (distance) you can also call it in with an window of time for take off. I have done that a few times when I am at remote fields. That way, in the event something happens on takeoff, they will come looking for you.

Just my thoughts.

Safe flights!

[RynoB]

Originally Posted by desertdog71

I am planning some more trips, ICT, MCI, MKE, and some others I can't remember the codes for. Springfield, MO. Nothwest Arkansas Regional.

Maybe even DIA, OKC

Nice trips, I've been to all of those except DIA and Springfield. Have fun.

[desertdog71]

Originally Posted by ComplexHiAv8r

Why did you wait to take off to open your flight plan? If your radio couldn't reach (distance) you can also call it in with an window of time for take off. I have done that a few times when I am at remote fields. That way, in the event something happens on takeoff, they will come looking for you.

Just my thoughts.

Safe flights!

I gave a 1200 time for depature when I filed. I was ready to go about 30 minutes early and opened it about 4 miles out.
In fact I always open my flight plan once airborn. FSS is easy enough to contact from the air. I also used them for MOA information, when I was transitioning the Eureka MOA outside of Wichita. I don't see what the difference is I guess. If something was to happen on takeoff, I can only hope I am skilled enough to get it down somewhat safely, and if not the ELT will hopefully do the job.

Any other thoughts on this?

[casey]

Originally Posted by desertdog71

and if not the ELT will hopefully do the job.

if someone hears it. If not, the sat has to make 2 passes before its considered "real", and response time is somewhere north of 4 hours from activation to S&R initiation from what i've been told.

I never bothered with VFR flight plans personally, I just got flight following. Only if i were going somwhere where i couldnt stay in ATC contact would i bother with a VFR flight plan (mountains, areas of poor VHF reception, water, etc)

[desertdog71]

Originally Posted by casey

if someone hears it. If not, the sat has to make 2 passes before its considered "real", and response time is somewhere north of 4 hours from activation to S&R initiation from what i've been told.

I never bothered with VFR flight plans personally, I just got flight following. Only if i were going somwhere where i couldnt stay in ATC contact would i bother with a VFR flight plan (mountains, areas of poor VHF reception, water, etc)

At this point in my training. It is considered good practice to file. I will be doing the flight following as well hear shortly. I just haven;t had experience with Center yet. But this is working towards my INS rating, and I am getting acquainted with the full ATC system while doing some XC time building. Thanks for the suggestions though I do appreciate the feedback.

[Van_Hoolio]

The VOR is on the field here at BWI, and you can get ahold of flight service while on the ground. You can open right before you call to taxi and then close right before shutdown.

The only problem is that Lockheed Martin Altoona Flight Service is so inept and inconsistant when it comes to filing VFR "search and rescue" flight plans on top of the required ADIZ flight plans, I have completely given up filing VFR flight plans for the moment.

Mike

[ComplexHiAv8r]

Originally Posted by desertdog71

If something was to happen on takeoff, I can only hope I am skilled enough to get it down somewhat safely, and if not the ELT will hopefully do the job.

I don't remember when or where it happened, but there was a flight that someone canceled IFR when they got to a remote field (VOR aproach) and had the field in site. It was the winter time, and they never made it.

Sad, but I always wait until I am on the ground to close an IFR also.

NOTE: This is when its NOT VFR