PilotEdge Forums

Hey guys,

I was looking at the focus fields section of the homepage earlier today for routes to practice before I do my V3. After KSBA-KVNY (and reporting 35 miles northeast of Ontario along the way....... turns out it was KNTD, not KONT), I was planning my route from KVNY-KCRQ. My original plan was to just pick up flight following and wing it until released from the Bravo to probably track the OCN VOR. Then I saw that the Hollywood Park Route was basically on my path and that it would release me on the southern-ish side of the Bravo, right near OCN. Would it be better to request a northwestern bound departure when picking up flight following to facilitate a climb to 9500 (for the Hollywood Park Route) and go for the transition that way, or let ATC handle it for me through vectors? This is only going to be my second flight that hasn't been scripted by an exam, so I'm not sure if flight following implies ATC eventually handing me off to Approach to get my clearance, or if they would say "53F, transition Bravo airspace via "this route" that I [the pilot] have no idea how to fly" (that would be a very bad day for jets at LAX.....) Also, to continue the long paragraph full of hidden questions: when transitioning Bravo airspace with flight following, should I always plan to go through a published transition, or should I just request Bravo clearance at an appropriate time and let them vector me around until clear?

PS - Extra random question! Would controllers be annoyed if I just call in with "Socal Approach, Stationair 2253F level 2500" (during flight following)? I know that its probably better to report dme from a VOR (who, where, [insert last part here]), but if thats not available, and I have no accurate way to determine my position, would you guys prefer finding me on the scope, or looking in the wrong direction? (And yes, I'm going to be trying to find position reporting points in flight planning from now on..... just in case)

PSS - Is this even the right subforum to post this too?

It's more likely that the Coastal Route would be the appropriate transition at 5500. For details of how to fly that route, I would recommend reading the transcript for the V-3 and watching the cockpit video. You're not likely to get a random transition of the LAX Bravo. The published transitions are what you can expect to use to get through that airspace.

Out of VNY, I'd call ground and request VFR to the south with flight following to your destination at 5500. You can include the Coastal Route detail if you like, but keep it brief. Then, once you're in contact with Socal, advise them about the Coastal Route request if they don't already know about it. Make sure you're at 5500 prior to entering the Bravo, and make sure you have a Bravo clearance prior to entering the Bravo.

Also check out skyvector's LAX TAC chart.... zoom out to the right side of the chart and it will show the class B transitions.

They're pretty easy to understand once you look at the visual portion.... as long as you don't enter Bravo without a clearance and or talk to a tower or approach control to avoid busting D's or C's you'll be fine.

Was kind of hoping to avoid those routes until my V3, but I guess thats not going to happen... Will probably practice the transitions offline for a while then so as to not screw something up. Guess life isn't as easy as getting clearance and vectors all throughout the Bravo as a VFR aircraft. Thanks for the help guys.

All it involves is tracking a radial. That's something you're absolutely going to encounter as a VFR or IFR pilot, so don't shy away from learning it.

PS - Extra random question! Would controllers be annoyed if I just call in with "Socal Approach, Stationair 2253F level 2500" (during flight following)? I know that its probably better to report dme from a VOR (who, where, [insert last part here]), but if thats not available, and I have no accurate way to determine my position, would you guys prefer finding me on the scope, or looking in the wrong direction? (And yes, I'm going to be trying to find position reporting points in flight planning from now on..... just in case)

"Socal Approach, Stationair 2253F level 2500" is the correct way to check in. We DONT want a position report as we already have you on radar.

Yea, the VORs don't really scare me. What scares me is my ability to track the VOR to a point (or at least in the corridor) while transitioning the airspace, and working the radios at the same time...... Any one of those things alone I'm pretty sure I can handle, but put them together and my legs are shaking so bad that I can't operate my rudder pedals.....

Peter, I'm assuming thats only if I'm already receiving flight following right (I'm not going to be attempting IFR any time soon on the network - my memory can't handle the abuse)? If I was approaching the LAX Bravo without flight following then it would still be a good idea to give a reporting point (ie. Vincent Thomas Bridge)?

Correct, my statement assumes you already have flight following. If you do not then a position report is a needed part of getting flight following.

Got it. Thanks for the clarification Peter.

Ok, since I refuse to believe that this thread has run its course: cue the confused pilot question! (+boring anecdote)

I was doing an FS Economy flight from Van Nuys to San Clemente, and my planned route had been to make a right turn departing Van Nuys and ask for a southeast Bravo transition (has to be possible right?...) - after all, I could always just go around the Bravo. After starting out the flight by making a tower controller angry (I missed the "straight out departure part" in the takeoff clearance), I asked departure "Stationair 2253F level 3500 request southeast Bravo transition direct Santa Catalina VOR" and got a confused controller asking me which published transition I would like. Guess its not possible then, so after a brief exchange, I decided to skirt around the Bravo and call it a day (all of the published transitions went inland)..... Nope. Next handoff was to Approach, and after checking in he said "cleared into the Bravo at or below 4000 direct Santa Catalina"; right after I was just denied that by the previous controller? Was I "technically" allowed to request that transition, and does the clearance depend on the controller?

Cue end of boring anecdote