The Checkride

PART 1:

I scheduled my checkride about a week in advanced. The DPE told me to plan a flight from KCRQ to KSBA. This route goes through LAX class B airspace and I would have to use both sides of the sectional to plan my route. No big deal though. I also got the DPE's weight so I could do the weight and balance before hand.

On the morning of the checkride I reviewed some materials I wasn't totally confident on and went over the FARs one last time while I ate breakfast. The DPE asked me to print all the weather charts listed on the PTS and bring them in. Oh great! I have never looked at these charts in a practical purpose, in fact the only time I had ever looked at them was when I was preparing for the written test. I printed out all the graphic charts and tried to interpret them. I didn't have a lot of time to spare since I still needed to get a weather briefing and finish my flight plan, so as soon as I thought I had the gist of the charts I moved on. Next I finished my flight plan, being sure to use my E6B just in case he made me demonstrate I can use one in front of him...usually I just use an E6B app on my phone. Gotta love technology. I finished my flight plan and headed to the airport, arriving a half hour before the examiner was scheduled to arrive.

Once I arrived at the flight school, I got the class room set up with all my stuff. I pulled out charts, flight logs, aircraft logs, and the planes certificates. I spent the remaining time reviewing some flash cards, but mostly I starred out the window, waiting for a car to pull up. The DPE, Jay Brentzel, arrived right on time. I greeted him at the door and we got down to business. First we went through my paperwork, and log book to make sure I met all the requirements. We then went over to the computer to fill out some stuff on the IACRA website. This process took about 25 minutes, which was fine with me…less time to talk about other stuff.

With the paper work out of the way, it was grilling time. The first subject was weather, which is the subject I was least prepared on. We went over the graphic charts I had printed out, and I managed to stumble my way through them…it wasn't pretty. Five minutes into the test and I could feel my armpits sweating. Next we went over the weather briefing I had printed out. I had DUATs translate the weather to plain English for me, which is its default setting. The examiner didn't like this and made me print it out in its raw format…great! It never crossed my mind that I couldn't use the translated text from a legal website, especially when it’s the default option. I printed out the raw weather briefing and decoded the METARS, TAFS, FA and NOTAMS for him…I did stumble on the second like of text on the METARS though, and he didn't seem happy with my weather knowledge. For a second I thought he was going to discontinue the checkride, but we moved on. We spent what felt like an hour on weather, and every second was torture.

Finally we moved on. Next we reviewed my flight plan. He asked me to calculate fuel burn on my E6B…luckily I had brushed up on that earlier in the morning, or I probably would have totally forgot how to use it. After that we pulled out the sectional. He pointed out different symbols and asked me to identify them, things such as class B, C, D and E airspace and the weather minimums associated, restricted areas and MOAs, and he asked me to translate the airport information on the chart. He then asked me about takeoff and landing distances, and how to calculate them. I pulled out the POH, showed  him on the performance chart and we moved on. Then I was asked to describe the engine on the airplane, the electrical system, how the flaps worked, and what would happen if my pitot tube got clogged. The last subject we talked about was aeromedical factors...hypoxia, spatial disorientation, and carbon monoxide poison to be specific.

The oral was finally over, but the practical portion would have to be postponed to another day due to weather. I realize that because I struggled on the weather, that’s where we spent most of the time…every other subject after that I was very knowledgeable on, and thus  spent very little time on. Still, my DPE was not what I had imagined in my head. I had read a lot of posts online about others peoples checkrides, and they all seemed to say that their DPE made them feel comfortable, like they were just having a conversation on flying. I didn't feel this way at all, I felt more like I was in the famous checkride YouTube video…every student pilots worst nightmare. Oh well, half way there now…and getting my ticket will be that much sweeter having had to sweat it out with Jay. 

PART 2:

The flying portion of the checkride was scheduled over a week out. I spent the week freaking out, but there was not much I could do at this point. The day before the checkride my CFI went up and reviewed all the airwork  Everything was going fine until we got to short field landings...suddenly my body forgot how to land the airplane, it was ugly and really strange  I was doing things that I had never done before. I bounced the airplane so hard off the runway that I decided a go around was the safest option. I also dragged my tail on my soft field takeoffs...what was I doing? My head was not in the game. I was shaken up, and my CFI and I decided it would be best if I postponed the checkride. I called the DPE and he was fine with me pushing the checkride a week out. During that time I was able to take the airplane out twice solo, working on my landings, and the day before the checkride my CFI and I went up again to review the airwork ..this time everything went fine.

PART 3:

After postponing the checkride twice I was pretty confident something would happen to force me to cancel yet again, so I spent all day staring out the window at the weather, and online checking TAFs. I was expecting a call from my flight school telling me the plane was down and would be in maintenance but that never happened. It looked like this thing was on. I left work and headed to the airport. I checked a few things on the airplane to make sure nothing major would stop us from flying, and got an abbreviated weather briefing to make sure no nothing popped up that I wasn't expecting. With everything looking good I took a deep breath and waited for Jay to arrive.

Jay arrived right on time and we headed out to pre-flight the airplane. He mostly watched me and asked a few questions as to what I was looking for, and why. After I inspected the airplane we climbed inside. I made sure to take my time reading the checklist to make sure I didn't miss anything. I started the airplane, we tested the brakes and taxied for the runway. One thing Jay insisted on was that I taxied with a taxi diagram out...its actually in the PTS that you have to do this. I completed the runup and we took off on my cross country route. When we made it to my first checkpoint Jay confirmed that my expected time matched the actual time en route. Along the way to the second checkpoint he asked me to identify some landmarks and point them out on the map. Next was the diversion. Jay had me do a 180 and told me to get a heading, ETA and fuel burn to San Diego International Airport, he offered to take the controls while I figured this out...a pleasant surprise. With Jay on the controls I was able to take my time, and make sure my numbers were correct.

With the diversion complete it was time to get under the hood. I did some turns, some climbs and some descents. Next up was slow flight in a turn, a climb, and a descent. Steep turns to the left and right followed that. We then did an emergency descent which is new to the PTS. For this maneuver I pulled the throttle to idle, put in full flaps, and descended in a 30 degree back while keeping airspeed at the top of the white arc. When we got down to an altitude suitable for ground reference maneuvers I leveled out. Jay let me choose if I wanted to do turns around a pointor S-turns...I chose turns around a point, and they went okay. With that done we headed towards Ramona airport. It was then that Jay realized we didn't do unusual attitude recovery and had me put on the hood. These were pretty mild compared to what my CFI had put in through. Jay then had me do some more climbs and descents under the hood...bonus hood work I guess? Lucky me! I took off my hood finally and Jay asked me to find out where I was. I found what I thought was our location quite quickly, but it didn't seem right. After staring at my chart for a few minutes Jay asked me which way Ramona airport was and told me to turn to that direction... thankfully I got it right.

We entered the traffic pattern at Ramona and did a short field landing followed by a short field take off. Next was a soft field landing and takeoff. The third time around the traffic pattern Jay pulled my throttle to idle as I was abeam the numbers and told me my engine was out. I headed for final and slipped the airplane down, Jay told me to put in full flaps as I was about 200' above the runway, and then immediately told me to go around. He wanted to know why I wasn't using flaps, and I guess my thinking was that he wanted me to perform a slip...I didn't even think about the go around. He didn't mind and said that was one less thing I would have to do now. He told me we were done and to head back home.

I had a couple moments of terror on the way back to Carlsbad when I couldn't be positive I was headed in the right direction. The sun was setting and the sky a bit hazy. I thought I was heading in the right direction, but nerves had me second guessing myself. Eventually I could make out the airport and called the tower for landing clearance. The airport was quiet and approved me for a straight in approach. I made a normal landing and taxied back to the flight school. I passed the checkride. Jay headed inside while I secured the airplane. I couldn't believe I was done! I wanted to be so happy but it just didn't seem real yet. I met Jay inside and he debriefed me. He told me I had the best steep turns that he had seen on the private pilot checkride, but that my collision avoidance was bad. It turns out we had a misunderstanding in the airplane. Before maneuvers Jay would say "clear left" or "clear right", and I mistook this as him clearing the area for me, when in fact he was reminding me to clear the area. Besides that he said I did okay.

My DPE Jay was very thorough, but fair. If you ever take a checkride with him be prepared. You will have to do almost everything in the PTS, but you don't have to be perfect. I know I messed up here and there and I still passed. So be prepared, but don't be scared...you will be okay.

Almost a year after starting flying lessons and $10,000 later I am now a pilot. 

Finally got the sign off! Next step, the checkride

Well its been a longer journey than I had expected, but its finally coming to an end. Saturday, after doing a few short field landings, my instructor signed me off to take my checkride. I actually met all my requirements back in October, but thanks to some bad weather, the schools only 152 being in maintenance for a month, and holidays...that never happened. But its here now, and I feel ready. Very anxious to start flying for fun.

Checkride prep

With all the required hours met, the only thing left to do is prepare for the checkride. I have to say, when I started my pilot training, I never thought I would actually make it to the end...but here I am. Flying has pretty much been the only thing on my brain since I started, and I am looking forward to having the checkride behind me so I can stop thinking about it 24/7. I am looking forward to being able to read something that is not related to flying.

As far as preparing for the big day, I have been studying the airplanes POH, focusing on the airplanes systems, emergency procedures, and limitations. Up until this point all of my knowledge about the FARs has been from the King videos, so I thought it would be wise to actually study the FAR book itself, in case I have to dig into it during my oral exam. I also bought the ASA guide to the oral exam, which is filled with virtually every question and answer the examiner would think to ask...a great book to leave next to the toilet. I took what I thought were the questions I would most likely be asked from the book, and created flash cards with them, then when I had time, I had my fiance quiz me using them. The flash cards have been a big help I think. Things seem to stick better when you nervously have to say them out loud to another person. I also watched a video online of an oral exam, and although people say it is much more intense than a normal oral exam, it is still valuable to watch. In addition, King School has a video of an oral and practical exam that are worth watching as well.

Once I began to feel somewhat confident that I could squirm my way through an oral exam, I scheduled some time with my instructor for a mock oral exam. I have to say, this took much longer than I anticipated. I scheduled a three hour session with my instructor, which I thought would be plenty of time, and we only got through the FARs. My instructor told me that we would finish up the oral when we met again for the practical portion. He gave me a destination to flight plan to as homework. The next weekend I met with my instructor to finish up the mock checkride. We went over the airplanes log books, my flight plan, finished up the mock oral exam, which was all questions from the POH...all of this took about two hours, longer than I had anticipated yet again. I was pretty beat by this time, and it was starting to get late. I was hoping he would say we would have to reschedule the practical portion, but he didn't, so I was off to preflight.

With the airplane ready to go, we were off. We started with a short field take off, and then I followed the flight plan I had created. Around my first check point we did a simulated diversion. I was told that there was bad weather up ahead and we would need to divert to Ramona airport. I used my plotter and a compass rose on the sectional to determine a magnetic heading to fly. I turned to that heading, and estimated the time it would take to get there. I cheated when I did this, I knew Ramona airport was 15nm away, so I looked at my flight plan to see if I had any legs of similar distance, and used that to estimate the en route time. This whole diversion scenario isn't particularly difficult, but trying to do it while maintaining altitude and heading is.

We were about to start our steep turns, but it was getting dark fast. We decided we would have to postpone the rest of the checkride for another day.Well a day or two after, the plane went in for its 100 hour maintenance  and because it was Thanksgiving week, things are going slow. Its been almost two weeks since my last flight, but I hope to finish up this weekend...we'll see. If there is one thing I have learned through this experience, its that things are going to take a lot longer than you expect. My original goal was to have my certificate when my parents came to visit in Sept, then it was before Thanksgiving, and now I am shooting for before Christmas. Wish me luck!

Lesson 21: Night XC

After close to two months of scheduling my night cross country, and having to cancel last minute due to weather, or a broke plane...I finally got it done! After having to cancel my night XC several times due to low ceilings, I was relieved to see that we were forecasted to have unlimited visibility, and clear skies...however with Santa Ana winds blowing, some airports near my destination were reporting gusts up to 25 knots, and others were reporting around 5 knots. I decided that if I was going to have to cancel this flight due to winds, then it was going to be at the last minute...I was not ready to cancel this flight again.

The weather was perfect for flying on this night. Sure there was a little turbulence in the air for about 5 minutes on our way home, but besides that, the winds were calm, the sky was clear, visibility was unlimited and the moon was shining bright! A beautiful night to fly! I had made this trip before on one of my dual cross countries, except last time Big Bear was out destination airport, but Redlands was where we ended up after some poor engine performance. I found navigating the route at night pretty easy. I used airports and a VOR as my checkpoints, and found the airports really easy to see from quite a far distance away. The airports beacons could easily be seen from far out, and by cross checking the lighted areas near the airport with the populated areas depicted on the sectional, it was easy to determine if I had the right airport in sight. The flight went off without a hitch, and I felt like I navigated and flew the airplane very well.

With the night XC finally complete, all that stands between me and being eligible for my check ride is .1 hours of instrument time. The check ride is the only thing on my mind right now!

Just passed the 40 hour mark!

Well the check ride is becoming real. I have to be honest, when I started I never thought I would actually finish my training...but now I can see the finish line. I still need to get my night XC in, but in the meantime I have been trying to brush up on my performance takeoffs and landings, and in doing so I have passed the 40 hour mark in my training. To be honest I don't feel ready for the check ride. I need to do more studying for the oral portion, and need some more practice for the practical portion as well. I am getting excited thinking about becoming a pilot though. I cant help but day dream about what I am going to do once I am a pilot.

Second solo XC...the long one.

One of the requirements to get your Private Pilot Certificate is that you must fly 150 nautical miles, landing at three different airports or more, and your first stop has to be at least 50nm away from your departure point. They call this the long cross country. For my long cross country I decided to head back to Torrence airport, flying right up the coast through some busy class C airpsace, and near the even busier class B airspace. From Torrance I would fly east over the mountains, and land at Hemet-Ryan airport...an uncontrolled airport in the middle of nowhere.

Once I had my route planned, and had chosen my checkpoints there was nothing more I could do until the day of the flight. When I woke up the morning of the flight, I poured myself some coffee and got right to finishing up my flight plan. The first step is to call the weather briefer and get the weather information for my route of flight. With the weather in hand, I could now calculate what heading I needed to point my airplane to compensate for the wind, and also how fast I would actually be flying with the wind either speeding me up, or slowing me down. With your airplanes ground speed figured out, you can now figure out how much fuel you are going to burn up over the length of the trip.

With the flight plan finished, I was off the the airport. My instructor reviewed my flight plan, and signed off in my logbook so I could legally make this flight. Next I called the weather briefer back up, and read him my flight plan. Once you are up in the air, you call up a specific frequency and tell them to activate your flight plan. If they don't hear back from you, in the amount of time you told them it would take you to fly the trip, then they will send out search and rescue to look for you, using your flight plan to determine where they should look. After filing my flight plane with the briefer, I was finally ready to fly!

I headed outside and pre-flighted the airplane, making sure it had full fuel tanks, and nothing was broke. Finally all the prep work was over, and I was taxing to the runway for takeoff. Once in the air, I set course for Torrance and wrote down my time of departure, I would use this time to determine if I was arrive at my checkpoints in the time I estimated in my planning. Now that I was cruising along, I called up San Diego Radio and activated my flight plan. Next I called up SoCal Approach and requested flight following. Flight following is a nice little tool to have, especially when flying near busy airspace. My route of flight has my flying past John Wayne airport, Long Beach airport, and pretty close to LAX, so having someone watch me on radar and informing me of other planes nearby is very helpful, and helps ease the nerves.

I landed at Torrance airport easily enough, and taxied around back to the runway for takeoff. After takeoff, my plan was to climb to 7,500'...once I got around 7,000' however, I heard someone on the radio yelling at me that I just entered class B airspace, a big no-no unless you have permission. Turns out I screwed up my flight plan, overlooking this particular section of class B airspace, and sure enough my plan had be busting right through it. The controller on the radio cut me a break, and didn't yell at me too bad, and more importantly didn't write me up. This ordeal got me second guessing myself now...I was certain my flight plan had me avoiding class B airspace...so where the heck was I? It wasn't until later that night, that I took a closer look and discovered just what I had done.

I was now heading away from the coast, and the busy airspace that surrounded it, and headed over the mountains to the sparsely populated inland areas. Flying over the mountains had me a bit concerned. I wasn't sure what to expect exactly. The flight training videos warn of wind shear, and turbulence when flying near mountains...this had me concerned. Sure enough, the turbulence definitely picked up as I flew over, but it was nothing I couldn't handle. With the mountains behind me, my next obstacle was avoiding the parachuting, and gliding activity that goes on in the area. Luckily for me, the person at Approach giving me flight following gave me a lot of help avoiding this activity, and directing me straight towards my next stop. Not being familiar with an area, and never have flown into this particular airport is a bit of a challenge. You don't want to  start descending until you know for sure that you have the correct airport in sight. Thanks to flight following, I was certain I had the right airport. Since this airport doesn't have an operating control tower, it is up the pilots to sequence themselves for landing and departing, and not crashing into each other. This is done by announcing intentions on a common frequency that all pilots should be using when flying into or out of this particular airport. I announced my intentions on the radio at each turn I made, but it seemed that on this day I was the only airplane around.

After landing at my second airport, Hemet-Ryan, I was feeling good...the hard part was over. The only thing left to do was to fly a short trip back to my home airport. The final leg of the trip went smoothly, and I landed back at Palomar airport in Carlsbad in one piece. To meet my solo XC requirements I need to have 2.9 hours logged on this trip...when I parked the airplane and recorded my time I was relieved to see that I had indeed logged exactly 2.9 hours! Thank god, because I did not want to have to do this again...not until after I get my certificate at least.

Not my exact route of flight, but you get the idea. 

The red circle is the restricted area over Disney Land.

Lesson 20: Night Operations

Well it finally happened, after a month of cancelled flights, I finally got a night lesson in...and just by the skin of my teeth too!

The first thing I noticed during this lesson was just how dimly lit the instrument panel was. I was expecting each individual instrument to have some sort of back lighting, but to my surprise, they are all lit by a red overhead light in the airplane. It made it quite difficult to read the numbers on the airspeed indicator, instead I relied on knowing where the numbers should be on the gauge.

My instructor had me taxi most of the way without my landing light on, he wanted me to use my beacon lights to determine if I was centered on the taxi way. It is shocking just how invisible the taxiways look without a landing light on. I wasn't allowed to turn my landing light back on until we were cleared for takeoff. When we departed, we flew straight out over the ocean. Once we got away from the city lights, and were surrounded by water, it was quite obvious how different night flying can be. I had to pay attention to my instruments to make sure I was staying straight and level... similar to flying in the clouds I would imagine.

After my instructor was done trying to freak me out, we headed back to the airports traffic pattern to make our first landing. I realized that my usual visual cues I used to determine how to fly each leg of the traffic pattern were gone, and that the runway was really hard to find. Once I did find the runway though, it was easy enough to keep track of it...its finding it initially that was tricky. Trying to judge the landing flare was interesting. When I flared I felt the plane floating, I tried to keep just the right amount of back pressure on the yoke to prevent ballooning, but also preventing hitting the runway too hard. I remember feeling moments when I wasn't exactly sure just how high off the runway the plane was, and just waiting for the plane to SMACK the runway.

After the first landing my instructor upped the difficulty on me. The rest of the landings were done without the landing light on, and one landing was done without the landing light or instrument panel lights...leaving me to land with my flashlight in my mouth so I could read the instruments...uncomfortable, but totally doable. After getting eight landings in we called it a night, and just in time too, because twenty minutes later and the overcast had rolled in pretty thick.

I enjoyed the challenge of night flying. It felt a lot different than the flying I have done thus far, even though it really is the same techniques. Once I get my ticket I don't see myself doing a lot of night flying...you never know though.

So frustrated!

I need to vent. It is late September now, and I have gotten zero flying done this month. Its not like I haven't tried though, that's for damn sure! I have had two of my long solo XC flights, and one night lesson canceled on me last minute due to the plane having something wrong with it, and last night another night lesson was canceled on me due to weather. Since luck hasn't been on my side lately, I have gotten more aggressive with my scheduling. Unfortunately it looks like the other two flights I have scheduled this week have a good chance of being canceled due to weather again. I was really hoping to have my license to learn by the time my parents come out in mid October, but I am really cutting it close now. Bummer!

First solo XC

I woke up the morning of my first solo XC and immediately looked out the window to see if the overcast that had covered our skies the past few days had cleared up. What I saw looked promising, but I wasn't totally convinced I would be able to fly. I called for a weather briefing, hoping he would tell me it would be blue skies in a couple hours, but he didn't, instead I got a briefing that described exactly what I saw out my window.

I went ahead and finished up my XC planning, even though I told myself that if the weather wasn't near perfect that I would postpone. The coast here in San Diego can be pretty stubborn when it comes to that overcast burning away, and my XC route was directly up the coastline to Torrance. I finished my planning, ate breakfast, showered, and headed off to the airport.

When I arrived at the airport the skies had significantly cleared up, this was confirmed by a CFI who was just out flying and said it was a beautiful day out there. My CFI wasn't at the school today, so I had another CFI check my flight planning and endorse my logbook...whoops...where is my logbook? Where is my headset bag? Doh! I forgot two of the most important things at home. Luckily my wonderful fiance drove them up to me, and I was able to get the endorsement I needed not but two minutes before his next lesson walked through the door.

With everything in order, and legal I was off to preflight the airplane. Once the preflight inspection was complete, I was soon off into the skies. The first order of business was to trim the airplane to the best rate of climb speed, and wait until I reached my cruising altitude of 4,500. Once I reached 4,500 I estimated the time en-route to my next check point. Now that I was on my way, it was time to activate my flight plane. I called up the frequency I had wrote down, but no response. Dammit! I must have written a bad frequency down. I was nervous about flying for too long without flight following, so I called them up. Apparently I was well outside there area, but they stayed with me. Now back to the flight plan...wait, I am with SoCal Approach now, I cant change frequencies...no flight plan this time I guess.

With the rough start behind me, the rest of the leg went smoothly. SoCal approach pretty much let me fly through class C just as I had planned, and once flight following was terminated, Torrance tower let me make a straight in approach for landing. Easy! My landing at KTOA was one of my best landings in recent memory...a much needed confidence boost at this point. I taxied back for takeoff, and was soon climbing to my cruising altitude of 5,500.

I made another attempt to activate my flight plan, but again no response at the frequency I was trying to contact. I decided to contact Flight Watch and see if they could help. Flight Watch was nice enough to give me a frequency I could call up, and a minute later my flight plan was active. Next it was time to contact SoCal approach again for flight following. The leg home went smoothly, but I did have one intense moment when SoCal told me to look for traffic at my 10 o'clock. I saw a jetliner off in the distance taking off, and reported I had the traffic in sight. A second later I saw another jetliner climbing right at me off my right wing. I radioed again, saying that I had the wrong traffic before, but now I have the correct traffic. SoCal had the jetliner make a turn to their left, and it ended up flying under me by what seemed like 500 feet. Pretty intense!

The rest of the trip home was uneventful and calm, although my nerves were on high alert, as I constantly scanned for traffic. Once I was near Palomar I was once again immediately cleared to land, with another Cessna right behind me. The landing went smooth, and I taxied back to my flight school with a sense of accomplishment. I just flew this plane...for real. Not just around the traffic pattern, but I went somewhere. I talked to people. I followed directions. And I did it safely.

On a side note: I recently purchased a Nexus 7 tablet with the intention of using it as an in flight GPS. I brought it along with me on this flight, mounted it to my yoke, and ran Naviator as my moving map. Everything worked great and really made my workload much lighter. Although I plan on using this once I get my ticket, I think next solo XC I will leave it at home, so I can be more prepared when it comes time to the check ride.

Suzy Q

San Diego coastline, north of Camp Pendelton

the waters near the Queen Mary

my Nexus 7 running Naviator

just gotta follow the magenta line

Lesson 19: Dual XC through LAX

This is attempt number two at taking the "new" C152 on a cross country through Bravo airspace. The plane has been out for maintenance since I joined the flight school, and is finally back in action...so its new to me. Last time I tried to fly it though, the left magneto was acting up, and the flight has to be aborted before we ever left the ground. This time though, the plane passed the run-up check.

Once we departed KCRQ, I climbed to my cruising altitude of 4,500 and opened my flight plan with San Diego Radio. Upon reaching my first checkpoint, the San Onofre power plant, I contacted SoCal approach for flight following. Not only did I want flight following, but my route had me going through class C airspace, so I needed to get in contact with them anyway, to allow me to continue my planned path. This time they allowed me to continue as planned through the class C airspace, where I had a Southwest Jet fly under me at about 1000 feet. 

We continued up the coast passing the checkpoints I had chosen, such as Dana Point, Newport Bay, and the Huntington Pier. Once we reached Huntington Pier it was time to intercept the SMO VOR 132 degree radial, which according to the LAX special VFR corridor, located on the LA Terminal Area Chart, would allow us to fly right over LAX.

Once through the VFR corridor, there was little time to contact SMO tower and begin our descent for landing. We had to overfly SMO and make a descending turn for right hand traffic. This was probably the most hectic portion of the XC, which resulted in me overlooking my checklist. We landed without incident however, and taxied back for takeoff. 

Taking off from SMO requires you follow their noise abatement procedures by over flying a gold course, and not making any turns until you reach the coastline. We needed to be at 3,500 feet to be able to fly back through the LAX VFR corridor, so we made a right climbing turn which had us overflying SMO at around 3,00 feet. We got to 3,500 just in time and overflew LAX again. Once through the corridor I contacted LGB tower and requested runway 25L. I have never been at this airport, but I knew it was complex, and they use LAHSO (land and hold short operations), which is exactly why my instructor had me landing here. The tower was very helpful, and I followed another airplane in for landing, which made finding my runway much easier. 

After taking off from LGB we were headed back home. I contacted SoCal approach again for flight following and clearance through class C, but this time they vectored me off my course. Once they told me to resume normal navigation, I made the mistake of not immediately getting back on my course that I had planned. It wasn't until my instructor yelled at me, that I intercepted my course, and was on track again. The rest of the flight went without incident, and we landed safely back at CRQ. 

The entire flight was 3.2 hours, which in dollars is $450. JEEZ! Flying is expensive isn't it? Next step for me is a solo cross country...stayed tuned for that.

the magenta line is my route to SMO, and the pink away from SMO

the view flying over LAX

KSMO - Santa Monica Airport

KLGB - Long Beach Airport

KCRQ - home sweet home