smltk1
Pre-Flight
1. I fly in Los Angeles so I have a lot of airspace around. I recall one time during training, my instructor and I were heading to BUR, a class C airport, from SMO and we did not talk to SoCal to land there; we simply contacted tower and notified them of our position, altitude, ATIS code, etc. for landing. My instructor told me that we don't need to talk to approach because we were under the outer ring and approaching the core of the class C airspace. I just want to clarify that this is allowed because I have never read/heard about this anywhere, except from my instructor.
2. When talking to clearance delivery in a class C, I report the ATIS and request a VFR clearance to X airport and give them my aircraft/equipment and cruising altitude. Is this the correct way, or in other words, is there anything that I don't need to say? Additionally, say I am departing and would like to just depart to get clear of the class C airspace and squawk VFR. What would i say to the controller?
3. Transitioning C airspace, I make initial contact with approach with my call sign first and then they give me an altimeter setting and squawk code. After that, I tell them my aircraft type, position and altitude, and my route of flight through the transition. Should I give them all this information upon initial contact with my callsign? I suppose the reason why I'm asking this is because I once did this and the controller had me repeat everything again because he was offline or not listening. I don't have mic fright at all; I'm just trying not to "clog" the airwaves, so to say since LA has so much different types of airspace and I'd like to learn the best/proper phraseology.
4. One of our DA40s has a problem with the fuel pressure sensor. Frequently it reads 0 or goes up and down from zero to whatever the fuel pressure is. I once had 2 friends on board and cancelled our flight on run-up, just to be safe, because the fuel pressure was stuck at 0 during the entire runup. I was worried about an engine failure on takeoff but I suppose I was being somewhat too paranoid, scrapping the flight because on run-up, the engine was working perfectly fine. Another instance, the fuel pressure sensor was replaced but on run-up, I saw the fuel pressure went to 0 again and stayed there. Run-up was fine but I taxied back and shut it down and called the owner of the club and asked about the fuel pressure. It had problems again.
What would happen if the fuel pressure was actually at 0? I'm assuming that the engine will die out without the electric fuel pump running due to lack of fuel when I'm doing a run-up or on takeoff roll? I'm kinda sick of being worried about the faulty fuel pressure on the plane and I'd like to know a little bit more about this issue, even though it's probably something that I feel like I should know from private pilot training.
Thanks in advance.
Edit: one more. I've been reading these engine topics in this forum. I can't for the life of me find out what ROT means. I know LOP means lean of peak, ROT = rich of peak? And when leaning the engine to LOP, you're essentially leaning the engine until you get peak EGT and CHT temps or right before the engine loses power?
2. When talking to clearance delivery in a class C, I report the ATIS and request a VFR clearance to X airport and give them my aircraft/equipment and cruising altitude. Is this the correct way, or in other words, is there anything that I don't need to say? Additionally, say I am departing and would like to just depart to get clear of the class C airspace and squawk VFR. What would i say to the controller?
3. Transitioning C airspace, I make initial contact with approach with my call sign first and then they give me an altimeter setting and squawk code. After that, I tell them my aircraft type, position and altitude, and my route of flight through the transition. Should I give them all this information upon initial contact with my callsign? I suppose the reason why I'm asking this is because I once did this and the controller had me repeat everything again because he was offline or not listening. I don't have mic fright at all; I'm just trying not to "clog" the airwaves, so to say since LA has so much different types of airspace and I'd like to learn the best/proper phraseology.
4. One of our DA40s has a problem with the fuel pressure sensor. Frequently it reads 0 or goes up and down from zero to whatever the fuel pressure is. I once had 2 friends on board and cancelled our flight on run-up, just to be safe, because the fuel pressure was stuck at 0 during the entire runup. I was worried about an engine failure on takeoff but I suppose I was being somewhat too paranoid, scrapping the flight because on run-up, the engine was working perfectly fine. Another instance, the fuel pressure sensor was replaced but on run-up, I saw the fuel pressure went to 0 again and stayed there. Run-up was fine but I taxied back and shut it down and called the owner of the club and asked about the fuel pressure. It had problems again.
What would happen if the fuel pressure was actually at 0? I'm assuming that the engine will die out without the electric fuel pump running due to lack of fuel when I'm doing a run-up or on takeoff roll? I'm kinda sick of being worried about the faulty fuel pressure on the plane and I'd like to know a little bit more about this issue, even though it's probably something that I feel like I should know from private pilot training.
Thanks in advance.
Edit: one more. I've been reading these engine topics in this forum. I can't for the life of me find out what ROT means. I know LOP means lean of peak, ROT = rich of peak? And when leaning the engine to LOP, you're essentially leaning the engine until you get peak EGT and CHT temps or right before the engine loses power?
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