AirDC
Pre-takeoff checklist
We set off yesterday around 9:15 to head up to Philadelphia for the day and attempt to tackle our first Class Bravo airport. We heard they were somewhat GA friendly and had a small fee (only $10 landing fee if you can take 15 gallons of gas).
On the way up, we got flight following from Potomac Approach and they asked the altitude we wanted to fly direct, I said 3000 and planned to go around the Bravo rings but they said they could get me there direct and if I wanted to go to 5500 they could get me through a restricted space, or 3000 and he could vector me. I said 3000 would be fine. I wanted to be able to get under Philly Class B in case we couldn't get cleared into the Bravo. In retrospect, I probably should have taken the 5500 but I don't think it mattered all that much. Instructions like this from controllers with VFR flying often confuse me.
We never ended up getting vectors around the restricted space, so just did it ourselves, a minor heading adjustment. We hadn't heard from Potomac for a while so called to ask if they still had us and they said they did but would be unable to give a handoff to Philly. They said to try in a few miles. I called in a few miles and they were able to pick me back up again. They then sent me to a different frequency. In between, I picked up ATIS from PHL, which was the worst I have ever heard. It was given in a computerized robot voice and included all of the airport notams, about 3 minutes per cycle, and was really confusing.
I then called up the other frequency, said I was inbound Philadelphia full stop with Alpha in my most professional and confident voice. They cleared me into the bravo and started giving me vectors to fly. I had read about it from others, but it was the first time in VFR flight that I had actually been given specific vectors to fly. It seemed like good IFR training experience (I haven't started yet). They told me VFR altitude at my discretion. I didn't really understand why they would say that, in this circumstance. Seems to me they would want me at a certain altitude. I stayed at 3000.
Winds were 240 at 16 so I was initially expecting them to vector me to runway 26, which was the GA runway next to Atlantic. Instead, approach had told me to expect visual runway 35, which is perpendicular and crosses the jet take-offs and landings. Approach continued to vector me at angles towards the airport and eventually told me to go direct to the airport and switched me to tower. Tower asked what speed I could give them on final and I said 115kt. She sounded dissapointed. I ended up being able to give closer to 125 which made her happy, and about a 130kt ground speed.
Pulling power around 100' and a flatter than normal approach, I planned to decrease speed and float down the runway. It was the first (slight) tailwind landing I had done (on purpose) and with the 16kt crosswind it was challenging to stay on centerline during the long flare. Nothing horrible though and held xwind controls as I taxied off the runway.
The jet center was right across from us but we were near the intersection of a few taxiways and an apron and it was really confusing to figure out which was the right way to follow instructions. We ended up figuring it out (I think), and heading over to the Jet center. They were all very friendly over there from the line guy to the desk people, and were eager to please. They said if I took 15 gallons they would waive the facilities fee and only pay a $10 landing fee. Later, when I came back, they told me I only took 13 gallons and they gave me a .25c/gal discount in addition to waiving the fee anyways. I asked about transportation and they gave me a crew car. They said normally its only for an hour or two but they said it was not busy today and I asked about returning it at 3pm and they said no problem. They offered us some hot soft pretzles and coffee and we were on our way. We were out of the executive terminal 10 minutes total after landing.
After walking around downtown Philly for the day, mainly Rittenhouse area and the Reading Terminal Market for lunch, we headed back to the airport. In the planning room they have a radio tranciever to listen to ATIS and get your clearance before you leave. I got my clearance, paid up, pre-flighted the plane, and we were off.
Skyhawk 52*** Heavy Request Pushback from Atlantic(JK). We got our ground instructions which were to take off intersection Kilo on 35 again and read back and then tried to figure out where to go on teh taxi diagram. It was really confusing figuring out where to go with the apron and multiple intersections right around there, but we figured it out. Got our line up and wait instructions then cleared for take off. Again, not a pretty take off because of the xwind/tailwind but were off with a crab angle and then were given instructions to fly heading 300. After we were about 1000', they told us to fly downwind 35. I paniced for a second because I forgot which way 35 was but then quickly realized I took off on 35 and it was opposite direction so did a 180 and climbed over PHL at 2000'. It was awesome. Level at 3000' they eventually gave me one more vector and sent me on my merry way.
Overall, it was a challenging process that I am glad I did. Thank you to PHL controllers and airspace controllers for being friendly. Yesterday was a huge item for me to cross off my checklist.
I used my GoPro camera for the first time. After I see if the video came out i'll add to the posting. Unfortunately, I don't have it rigged to pick up comm yet.
Arrival into PHL for a sweet one-wheel xwind landing
Departure over PHL
On the way up, we got flight following from Potomac Approach and they asked the altitude we wanted to fly direct, I said 3000 and planned to go around the Bravo rings but they said they could get me there direct and if I wanted to go to 5500 they could get me through a restricted space, or 3000 and he could vector me. I said 3000 would be fine. I wanted to be able to get under Philly Class B in case we couldn't get cleared into the Bravo. In retrospect, I probably should have taken the 5500 but I don't think it mattered all that much. Instructions like this from controllers with VFR flying often confuse me.
We never ended up getting vectors around the restricted space, so just did it ourselves, a minor heading adjustment. We hadn't heard from Potomac for a while so called to ask if they still had us and they said they did but would be unable to give a handoff to Philly. They said to try in a few miles. I called in a few miles and they were able to pick me back up again. They then sent me to a different frequency. In between, I picked up ATIS from PHL, which was the worst I have ever heard. It was given in a computerized robot voice and included all of the airport notams, about 3 minutes per cycle, and was really confusing.
I then called up the other frequency, said I was inbound Philadelphia full stop with Alpha in my most professional and confident voice. They cleared me into the bravo and started giving me vectors to fly. I had read about it from others, but it was the first time in VFR flight that I had actually been given specific vectors to fly. It seemed like good IFR training experience (I haven't started yet). They told me VFR altitude at my discretion. I didn't really understand why they would say that, in this circumstance. Seems to me they would want me at a certain altitude. I stayed at 3000.
Winds were 240 at 16 so I was initially expecting them to vector me to runway 26, which was the GA runway next to Atlantic. Instead, approach had told me to expect visual runway 35, which is perpendicular and crosses the jet take-offs and landings. Approach continued to vector me at angles towards the airport and eventually told me to go direct to the airport and switched me to tower. Tower asked what speed I could give them on final and I said 115kt. She sounded dissapointed. I ended up being able to give closer to 125 which made her happy, and about a 130kt ground speed.
Pulling power around 100' and a flatter than normal approach, I planned to decrease speed and float down the runway. It was the first (slight) tailwind landing I had done (on purpose) and with the 16kt crosswind it was challenging to stay on centerline during the long flare. Nothing horrible though and held xwind controls as I taxied off the runway.
The jet center was right across from us but we were near the intersection of a few taxiways and an apron and it was really confusing to figure out which was the right way to follow instructions. We ended up figuring it out (I think), and heading over to the Jet center. They were all very friendly over there from the line guy to the desk people, and were eager to please. They said if I took 15 gallons they would waive the facilities fee and only pay a $10 landing fee. Later, when I came back, they told me I only took 13 gallons and they gave me a .25c/gal discount in addition to waiving the fee anyways. I asked about transportation and they gave me a crew car. They said normally its only for an hour or two but they said it was not busy today and I asked about returning it at 3pm and they said no problem. They offered us some hot soft pretzles and coffee and we were on our way. We were out of the executive terminal 10 minutes total after landing.
After walking around downtown Philly for the day, mainly Rittenhouse area and the Reading Terminal Market for lunch, we headed back to the airport. In the planning room they have a radio tranciever to listen to ATIS and get your clearance before you leave. I got my clearance, paid up, pre-flighted the plane, and we were off.
Skyhawk 52*** Heavy Request Pushback from Atlantic(JK). We got our ground instructions which were to take off intersection Kilo on 35 again and read back and then tried to figure out where to go on teh taxi diagram. It was really confusing figuring out where to go with the apron and multiple intersections right around there, but we figured it out. Got our line up and wait instructions then cleared for take off. Again, not a pretty take off because of the xwind/tailwind but were off with a crab angle and then were given instructions to fly heading 300. After we were about 1000', they told us to fly downwind 35. I paniced for a second because I forgot which way 35 was but then quickly realized I took off on 35 and it was opposite direction so did a 180 and climbed over PHL at 2000'. It was awesome. Level at 3000' they eventually gave me one more vector and sent me on my merry way.
Overall, it was a challenging process that I am glad I did. Thank you to PHL controllers and airspace controllers for being friendly. Yesterday was a huge item for me to cross off my checklist.
I used my GoPro camera for the first time. After I see if the video came out i'll add to the posting. Unfortunately, I don't have it rigged to pick up comm yet.
Arrival into PHL for a sweet one-wheel xwind landing
Departure over PHL
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