PilotEdge Forums

AJ, congrats on getting back on the horse. Two things that might help, 1) use speed mode in the climb. That way, the plane will never "get slow," it'll just reduce the climb rate to maintain speed. See the I-5 jet video for an example. 2) the speed and altitudes are often not a surprise if you scan the plate prior once you reach cruise altitude. CLARR at 13k and 250 is exactly what's published.

I only mention it because with some study, there's no reason a STAR can't be flown correctly the first time when it comes to published restrictions, rather than hearing it from the controller and having it be a surprise.

Again, it's fantastic that you practiced it, then came back for more. That's what it's all about! LAX-LAS is a really fun ride, I find myself doing it over and over as well! It's just the right length with a brief enroute phase, so you're almost always doing something

arb65912 wrote:...despite still being nervous...

AJ, I hear you. I can perform the exact same flight offline and not really be that invested/conscientious about it. I can pause, go get a snack, get frustrated and whack ALT+F4, slew around, whatever. BUT... add in real ATC and real pilots to contend with, and that same plan is a totally different ball game (and level of responsibility). For me, that is the power of PE.

Yes, Cyrus, my impressions exactly. PE rules.

I'm always flying new aircraft offline before taking it to PE. One time I didn't :d- at the beginning of my flying here. Previously I was flying mostly Embraer 175, with full blown RNAV etc. On PE I wanted to do "first things first". About 1,5 year earlier I took most of the flying lessons that comes with FSX so I wasn't completely lost when it came to VOR navigation. I however completely blew my first LA class bravo airspace transition (mini route)- after some mental math I expected having reversed sensing for VOR on HSI - going wrong way does not help with intercepting radials

Nice story, Piotr. As far as PE goes I am also trying to be prepared but sometimes the temptations prevail...

Lots of dyslexia mistakes for me this weekend:

1. I need to listen more closely for my callsign. I got confused with a callsign that was close, and switched to departure thinking it was me. (sorry to the controller you were in the right after listening back to the recording!) There was a "34Mike" flying while I was flying and I was "312BravoMike".

2. Coastal Route LAX 123 Radial.. I keep dialing OBS to 130 for this radial. It's the 3rd time I've done it.. 10 degrees off and then I catch myself. I'm about to put a sticky not on my monitor "NOT 130!!!"

Oops.

Brett

There was a "34Mike" flying while I was flying and I was "312BravoMike".

Brett, you better get ready for another BM, N242BM, that is my JS32...

The more the merrier! Makes me work on critical listening skills.

Brett

Good practice for callsigns is to have unique callsigns in each of your planes (not the default tail numbers) it gets you in the habit ov double checking your callsign. Unless you own your own plane you should not allow yourself to become too comfortable with any single tail number. In xplane is is easy to change the displayed tail number, never tried in FSX though.

I split the difference on callsigns. Taking my cue from NetJets (the fractional-ownership business jet company), whose tail numbers all end with QS (quebec sierra), I use the same "middle" digits for all of my aircraft, but change the final two letters. That keeps me on my toes to pay attention to my current callsign, but gives me a hint that somebody might have been calling me when I hear Cessna 757<something><something>.

-M.