ToddDPT

I would second this and strongly advise you to do this very early on in your training. My instructor never recommend this and I believe it slowed my development. Many on this forum recommended it to me (thanks everyone!) and I went up one day with a clipboard and figured out all the settings and taped it to my panel until I had them memorized and it really helped the process. Less feeling/getting behind the airplane during all phases of flight. It will help out greatly. I also agree with carusoam. Meet with your instructor and develop your plan. This may be more difficult however with 2 instructors as they may have 2 styles and teaching strategies. Good luck and enjoy the training!

I fly out of Visalia (as OR75 put it, "the boring CA Central Valley" I just hope he remembers us when he takes a bite of his apple LOL) and I prefer the Trona corridor. I'm in a J too so I prefer to avoid the higher terrain and add that additional time onto my flight to get into Vegas. Those Sierras don't give you a lot of outs. I usually fly the Trona gap and once clear of the Restricted (many times they clear you right through it) I head direct towards Indian Springs/Creech AFB on the backside of the Spring Mountains NW of KVGT. This is nice because you have a nice decent path into KVGT and with the usual winds you're given downwind for 30. You don't have to deal with any of the airspace. You won't have to worry about a rapid descent for your passengers as well. Is it a little longer...yes, but who cares, it is still faster than flying a 172! The radio contact is hit and miss between Trona and Indian Springs, but I usually pick back up ATC once I'm near Indian Springs. In fact, we are going to Vegas this Thursday, but for the fun of it, I'm thinking of going IFR so I will have to go through Palmdale.

CFII friend of mine said on a training session in a C152 he had a large bird strike that took out the entire windscreen. They had to put the plane down in a field because the 152 didn't have enough power to maintain level flight at safe airspeeds. I guess that would create quite a bit of drag.

It looked like the bird ended up in the cockpit. I wish we could have seen the aftermath a little more to learn what can happen. They just don't bounce off like when you hit them in your car! Even though bloodied, definitely composed

So all I need to do is complete the Basic Phase I (which I have). I will make sure the instructor knows about the remaining requirements then. Thanks!

My biannual is coming up due in March and I thought I had been working on the Wings Credit, but I have to admit, I'm confused as to how it works. I have not had to do a "flight review" since getting my PPL because I passed my instrument tested the same month I was suppose to have one. I have completed the 3 knowledge activities for SEL Basic - Phase 1. The goal of this is to not have to do the oral portion of the flight review, right? Is that all I need to have done or do I need to continue through Advanced and Master to not have to have the oral portion of the flight review? I wish they were clearer on this. Any help is appreciated.

I landed in higher winds this last summer. This was my first time into Sedona and I came in higher than normal expecting these downdrafts. There is a smaller peak just north of the approach end of 21 that stirs all this up. I ended up going around the first time because my speed was too high and didn't like how the whole thing felt. Downdrafts were there and the wind seemed to shift quite a bit when you passed over that mountain peak just north of the approach end of the runway. IAS changed quite a bit as well. Second try I didn't have any problem.

Although I have Wing-X, I find fltplan.com much better and easier for filing. Plus, you get the actual route ATC will give you prior to departure so you can have it already copied.

As a gift, I'm taking my father to the opening 49er game. My plan was to fly into San Carlos or Oakland (but I'm up for other suggestions) and then take some type of public transportation to Candlestick Park. I have been into both those airports before. The flight isn't really the problem, it is once I'm on the ground...I need recommendations from anyone to help me figure out which airport is best to fly into for the game and once I'm on the ground how the heck to get to Candlestick Park either taxi, or public transit. Any suggestions are appreciated.

Fltplan.com is the best for filing. They'll send you an email about 30 minutes before departure telling you your assigned route. It takes the guesswork out of CRAFT. Sent from my SCH-I605 using Tapatalk 2

+1 on the gustlock III

I will definitely check it out!

Agree with Greg. W&B Pro is the way to go!

If you need to go somewhere in Northern California I've had good experience with Executive Autopilots at KSAC. http://www.execap.com/

Thanks everyone for your help. As kortopates suggested, I contacted SOCAL Tracon and they are very helpful. The controller said expect V459 DARTS V186 V394 to HHR Loc. They said starting around Van Nuys they will get me down to 4 to 5000 to get me below the approaching LAX traffic. Very helpful and now I know how to file and hopefully won't have many suprises. Thanks again for everyone's help!

Thanks everyone. I think I will file IFR and go into Hawthorne. I checked fltplan.com and it looks to be pretty simple (famous last words, right?).

I have a meeting I have to go to next week at the Crown Plaza LAX. As much as I would like to put into my logbook that I landed at LAX I dont think it is a really good idea nor would it be cheap. I'm looking for any suggestions. Would Santa Monica be the best bet? Any suggestions and help with what I may expect with that airspace is appreciated. I will be coming from the north (Visalia). I plan on filing IFR for the trip.

Don, I would love a set of plans as well. You can email me at todd@pro-pt.net

There is no doubt a wealth of info with skew-t. I shouldn't have used the word experimental but rather underutilized. It is my understanding that not many pilots are using them or even know what they are or how they work. www.pilotworkshop.com have a great weather series that sheds light on them.

Don't forget about Skew-T diagrams. They should show you tops and bases. This is still experimental though but it is nice to look at these along your flight path.