Tman wrote:

* Just to confirm what I think is true about what the controller wants me to
do: Fly as directly as possible (in the absence of other guidance, not
crossing the field or other downwind / upwind legs, and practicing
see/avoid ) to a point that is 3 miles away from the extended centerline,
and will intersect the extended centerline on a base leg to leave a
comfortable, but not longish final approach path, say a 1 mile final. E.g.
1 mile from the numbers on final, and 3 miles from the extended centerline
at a right angle, effectively a little over 3 miles straight line from the
numbers.

Well, you have the sense right. It's an extension of the NORMAL BASE
LEG that goes three miles out (as if you had just turned from a three
mile wide downwind). The only issue is base leg shouldn't lead to
a one mile final.

* Now when i am there, and report a 3-mile right base, if he tells me
"cleared to land, runway 23, you're #1", is that a hint or OK to dispense
with a squared off pattern, and make straight for the numbers, as reasonably
as I can manage in terms of flying the airplane safely?

I wouldn't. Perhaps he intends to depart traffic ahead of your landing.


* Do I really need to plan my descent so that I am TPA when reporting the
3-mile right base? I Really do not want to be. I'd rather be 2000 AGL,
which will give me a comfortable (but a little aggressive) descent with a
squarish pattern to the numbers, but also make much more feasible landing in
the airport environment, if not the numbers, should the engine stop. At
1000 AGL 3 miles out, there is just no hope of making the airport -- I'd
rather not be that low unless I really need to be. Is there any rule that
says I need to be at TPA when reporting to the controller points on the
pattern?

No.


* Lastly, I've never flown into a Class C (or Class B) airport, but have a
fair amount of experience at Class D fields. Oh and I'm a new PPL with
circa 100 hrs. Is there anything I should be concerned about flying into a
Class C for the first time, or is my experience working at Class D and with
controllers going to serve me quite well? The two things I have heard is a)
don't expect to be reporting points on the pattern, you'll probably get
vectored to a final approach course (and that sounds easier), and b) brush
up on what you need to do for wake turbulence avoidance, since that will be
more probable....\

If they give you a reporting point you don't know where it is, confess
and they will give you something airport relative or just a vector.
Be prepared for vectors, but also be prepared to find the airport on
your own at any point in the arrival. You're just as likely to be
told to enter a downwind or base as being vectored to final but it
happens both ways. In absence of other instruction, I fly straight
for the numbers. The class B/C runways are usually sufficiently long
that I can turn base-to-final even at the threshold and still land and
be off by the first taxiway.

When you call up for departure, have your pencil ready. They will
issue you frequently a route (fly runway heading) an altitude (maintain
VFR at or below 3000 feet) a departure frequency (departure frequency
125.05) and a transponder code (squawk 0423) with possibly no warning.

As for wake turbulance, stay above their glide path on approach,
take off and if possible turn before crossing there's on departure.
You can always request a longer delay than standard. I'd rather
depart behind a turboprop than a 767 (usually Dulles figures this
out when sending out to taxi and gets that sequencing already).