How do I get thru class B airspace?

Okay here is what I will do.
Takeoff LGU- Climb to 8500 call SLC approach and ask for flight folowing to CDC. "Salt Lake approach skyhawk ----- 8500 out of LGU flying direct to CDC requesting flight folowing." Then when I get near SLC airspace they will clear me in correct? Or do I have to call them? Then they will either leave me on my navigation on tell me where to go. Correct? Then when Im south of class b airspace they will cancel my flight following and I will resume my flight to CDC. Then on the way back I do the same thing in reverse. Correct?
 
Spbeyond said:
Okay here is what I will do.
Takeoff LGU- Climb to 8500 call SLC approach and ask for flight folowing to CDC. "Salt Lake approach skyhawk ----- 8500 out of LGU flying direct to CDC requesting flight folowing." Then when I get near SLC airspace they will clear me in correct? Or do I have to call them? Then they will either leave me on my navigation on tell me where to go. Correct? Then when Im south of class b airspace they will cancel my flight following and I will resume my flight to CDC. Then on the way back I do the same thing in reverse. Correct?
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Yes, but it's YOUR responsibility to get the clearance before you enter their airspace. You can fly under, over, or around without a clearance, but if you don't hear them clear you, then it's your responsibility to ask them before going into their airspace.

Again, ask you instructor to give you a step by step of how it should go. If you still have a couple flights before you go up for your checkride, ask your instructor to show you how to do it.....
 
Spbeyond said:
Okay here is what I will do.
Takeoff LGU- Climb to 8500 call SLC approach and ask for flight folowing to CDC. "Salt Lake approach skyhawk ----- 8500 out of LGU flying direct to CDC requesting flight folowing." Then when I get near SLC airspace they will clear me in correct? Or do I have to call them? Then they will either leave me on my navigation on tell me where to go. Correct? Then when Im south of class b airspace they will cancel my flight following and I will resume my flight to CDC. Then on the way back I do the same thing in reverse. Correct?
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You might wanna grab an AFD and look up some of the frequencies. Its my understanding that cedar city is about 200 miles from logan so you wont be able to pick up or talk to Approach from your departure area. You will HAVE to call center and request the flight following...Then, once you get closer to cdc they will pass you over to approach...You might wanna sit down and talk with your instructor about the flight and look at a map with him/her and plan it out and get any questions you might have out on the table and answered b4 being unsure about it and getting yourself into a situation you wish you werent in....
I hope everyones answers are helping you somewhat understand it, but juust as an insurance policy for you, actually sitting down with your instructor will be the best thing possible....GOOD LUCK!
 
subpilot said:
Once I heard a VFR departure contact approach and give all the info at once. The controller came back and said "finally, someone who says it right." They then went into a conversation about whether it is prefered to say the whole request all at once or just say your callsign and "request". The controllers answer was that he prefered the entire request at once but every controller is different.
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That's been my experience as well. The times I have used "Request" has been when the frequency is =so= busy that you're just trying to get a "Hey I'm here!" in.

Even then, though, I have a feeling that "Request" is about as necessary and about as useful as "With you" (why would you be calling ATC unless you wanted to make a request or pass on some information?) and I've begun to try to avoid it. Who you are ("City Approach Skyhawk 1234X") is really enough for those super-busy situations. Really feel the need to add something to a quickie contact? Your location (10 east of Podunk) or a shortened version of what you want ("Request Flight following") takes about a second more and conveys so much more information.

...although I feel the need to point out that
They then went into a conversation about whether it is prefered to say
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gives you a pretty good idea how busy that particular controller was. :)
 
Spbeyond said:
Okay here is what I will do.
Takeoff LGU- Climb to 8500 call SLC approach and ask for flight folowing to CDC. "Salt Lake approach skyhawk ----- 8500 out of LGU flying direct to CDC requesting flight folowing." Then when I get near SLC airspace they will clear me in correct? Or do I have to call them?
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I was thinking that a lot of posts seemed to suggest that you =will= get cleared into their airspace, and this post seems to indicate that this is what you picked up.

1. There is no obligation for Class B to let you in on this flight. Arguably, the only time they have to let you into the Class B is when you are going to land at an airport that is in the Class B.

2. Receiving flight following is absolutely, positively NOT a clearance to enter into Class B. You want to hear those "magic words," Cleared in Class Bravo, even if =everything= else about the situation screams that it's not really necessary. Don't depend on it - plan you flight as though you (a) will and (b) will not get the clearance.

Given some of your questions, please take the advice that others have given and turn your question into a ground session with your instructor. Maybe, considering where you are, even do a dual flight through the Class B or into SLC (I try do at least one cross country with my students that includes either a Class B clearance or (better yet) a touch & go and DEN).
 
Spbeyond said:
Okay here is what I will do.
Takeoff LGU- Climb to 8500 call SLC approach and ask for flight folowing to CDC. "Salt Lake approach skyhawk ----- 8500 out of LGU flying direct to CDC requesting flight folowing." Then when I get near SLC airspace they will clear me in correct? Or do I have to call them? Then they will either leave me on my navigation on tell me where to go. Correct? Then when Im south of class b airspace they will cancel my flight following and I will resume my flight to CDC. Then on the way back I do the same thing in reverse. Correct?
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Transitioning SLC bravo is pretty easy so long as you follow the directions.
They are most likely going to tell you to maintain east of I-15 at X altitude. YOu will probably get handed off to tower about the time you are over downtown SLC, then handed off to southern approach pretty quick after that. Once you are to point of the mountain you will be cancelled, or they might just forget about you, but once you are out of their airspace they could care less.

I think your bigger concern will be transitioning "The Gauntlet" thru the south half of Utah county. UVSC likes to keep their planes on a discrete frequency that is not the CTAF or on any charts or in the AFD (It is 123.5 and definately monitor it!!!). Keep your eyes up and scanning and you should be fine though.
 
bdhill1979 said:
I think your bigger concern will be transitioning "The Gauntlet" thru the south half of Utah county. UVSC likes to keep their planes on a discrete frequency that is not the CTAF or on any charts or in the AFD (It is 123.5 and definately monitor it!!!). Keep your eyes up and scanning and you should be fine though.
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I always called it the hornets nest!

Does UVSC encourage their planes to use this frequency or is it unspoken law?
 
meritflyer said:
I always called it the hornets nest!

Does UVSC encourage their planes to use this frequency or is it unspoken law?
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Encourage....no
Require... yes

The idea is that every plane in those practice areas (which are not charted) can communicate on that frequency. Fine, but unless you have been to UVSC or somebody tells you it is unknown (not on any chart, not in the AFD, no NOTAM). So any pilot transiting the area has no idea. They are supposed to monitor and announced on regualr CTAF, but more often than not, they don't.

One time I was in the traffic pattern at U77, announcing on the CTAF and one gets on mad that I had flown into HIS practice area and cut him off in his ground ref maneuvers. many complaints have been made, and I know that the airport manager at U77 has made complaints to the FAA, but its probably going to take a midair to get any action on it.

So eyes up and out anywhere south of PVU to the south end of the Valley.
 
bdhill1979 said:
Encourage....no
Require... yes

The idea is that every plane in those practice areas (which are not charted) can communicate on that frequency. Fine, but unless you have been to UVSC or somebody tells you it is unknown (not on any chart, not in the AFD, no NOTAM). So any pilot transiting the area has no idea. They are supposed to monitor and announced on regualr CTAF, but more often than not, they don't.

One time I was in the traffic pattern at U77, announcing on the CTAF and one gets on mad that I had flown into HIS practice area and cut him off in his ground ref maneuvers. many complaints have been made, and I know that the airport manager at U77 has made complaints to the FAA, but its probably going to take a midair to get any action on it.

So eyes up and out anywhere south of PVU to the south end of the Valley.
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That sounds extremely unsafe. The only place I've ever been issued traffic alerts has been going over Utah Lake.
 
Controllers at KTMB where I train like to hear it all at once, they seam to get annoyed if you don't say it all at once.
 
BillH said:
Controllers at KTMB where I train like to hear it all at once, they seam to get annoyed if you don't say it all at once.
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Yeah, working with the guys at Potomac approach, they seem to want it all at once.

"Potomac approach, Cessna 12345 requesting ADIZ squawk to Gaithersburg"

They don't like it when you do the request bit.
 
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