R
Roger, Roger
Guest
*sigh* you're right, of course. Unfortunately there just isn't time to do EVERYTHING that I would like to within the confines of a 141 syllabus, not to mention the shocking cost of it.
Ashamed, but I HAVE to ask
- Thread starter clayfenderstrat
- Start date
Goonie
Never say die
True dat!
OldTownPilot
Well-Known Member
Yeah, he should know that a class D airport is like a class C airport without approach control (in most applications). Will he feel ready to go in there having never done it before? Maybe, but I see where he is coming from. If you knew that you were going to be taking a Seminole into LAX VFR, would you ask someone what to expect that has done it before? Thats kinda like what I see here.
Its kinda like having sex for the first time, with very little prior knowledge you'll probably figure out how it all works, but you'll probably feel a lot more confident having watched a porn tape or two before hand.
As for the knowledge exam, it doesnt ask one bit on what the pilot should do to fly into a class D airport.
jtrain609
Antisocial Monster
You win, I can't beat comparing flying into an airport with porn.
OldTownPilot
Well-Known Member
Eh, you just need something that involves flying into an airport while watching porn.
tgrayson
New Member
No, there's not, and that's one reason I don't do 141 training. But all training programs are a compromise of some sort, even when you have the luxury of doing it Part 61. In the end, you and I have to make choices about what to focus on and others may not agree that we chose wisely. C'est la vie.
OldTownPilot
Well-Known Member
Its kinda like having sex for the first time, with very little prior knowledge you'll probably figure out how it all works, but you'll probably feel a lot more confident having watched a porn movie or two before hand.
Fixed it for ya Amber
Fixed it for ya Amber
tgrayson
New Member
I use this as a roundabout way to say that typical class D is such.
I'd guess that the average is in the low 4's, with almost all of them between 4 and 5 nm, based on scanning FAAO 7400.9, which contains the actual airspace definitions. I've seen one as small as 2.5 and one as high as 7+ nm.
mhcasey
Well-Known Member
That sort of knowledge doesn't stay around very long. Most likely the CFI in question did at least that, probably more. I rarely take at face value when a student says "My instructor didn't teach me that....".
The OP's question is very normal for a new pilot and we will provide a warm and nurturing environment by treating it as such.
:yeahthat: I get the feeling that the OP understands who he'll talk to and the order of events, just not what to say. I was the same way when I got my PPL in Austin...wasn't sure if I should call my altitude, to expect headings, etc.
Like others have said, call when ~10 out. Expect instructions to the tune of, "report 2 mile left base for ___." Then you just make position reports to the tower as requested and do what he says like normal. Keep in mind, the guys in the tower are probably using binoculars instead of radar screens. I usually do this anyway, but flick on the landing light 10 miles out when you make your initial call.
PeterPilot
New Member
That is correct. "The" definitive answer is specified in FAA Order 7400.9R. The aeronautical charts depict as specified in that order.
http://www.faa.gov/documentLibrary/media/Order/7400.9.pdf
The Class D evolved from Control Zones, which were 5 SM in radius.
The AIM used to call Class D 4 NM in one spot and 4.4 NM in another, but has more recently dropped the 4.4 NM. The 4 NM is also used in the question bank for some knowledge tests.
PeterPilot
New Member
Correction; it is FAA Order 7400.9S now.
killbilly
Vocals, Lyrics, Triangle, Washboard, Kittens
Heh, I had a similar issue at first.
I learned to fly at a Class D field, and then immediately moved to flying out of a Class C. It was an adjustment with the extra frequencies. I had a CFI (*cough* mhcasey *cough*) who was kind enough to not only familiarize me with the area, but also gave me a neat little handout on the radio procedures and stuff which were normal for the area, and some of the procedures that they tend to follow down here.
Nothing wrong with asking. I was going to post a similar question in a few weeks because I'm planning on ducking under the Class B in DFW into ADS, which is a Class D and wanted some advice about the best way in.
I learned to fly at a Class D field, and then immediately moved to flying out of a Class C. It was an adjustment with the extra frequencies. I had a CFI (*cough* mhcasey *cough*) who was kind enough to not only familiarize me with the area, but also gave me a neat little handout on the radio procedures and stuff which were normal for the area, and some of the procedures that they tend to follow down here.
Nothing wrong with asking. I was going to post a similar question in a few weeks because I'm planning on ducking under the Class B in DFW into ADS, which is a Class D and wanted some advice about the best way in.
unclenobby
Well-Known Member
As long as you are not entering Bravo airspace then the Class D procedures are the same (say for example you are approaching ADS from the North/East and you are under Bravo airspace) - obviously Mode C required since you're in the veil.
If you need to enter the Bravo (arriving from South/West) to get to ADS then you follow the Bravo clearance procedures - get radar service and will probably be handed off to the ADS tower at the appropriate time.
Goonie
Never say die
This makes the rest of this thread worth reading
Not really.
Watching pilots fight over semantics on the internet is mind numbing.
Goonie
Never say die
tgrayson
New Member
I don't recall seeing that in 12 years. The only place I've ever seen the 4.4 or whatever is in one of the ASA Oral Exam guides, which isn't a very reliable source of information.
