On Sat, 26 Nov 2005 02:35:43 GMT, "John Huthmaker"
wrote in
t::


[Interesting story snipped]

SoCal approach was very helpful in that I never had to call them, they just
knew where I was going, so they told me when to descend.

Of course, as Pilot In Command, you chose to accept ATC's suggested
descent point, right? (See: § 91.3 Responsibility and authority of
the pilot in command http://tinyurl.com/ce4hm ) In my opinion, it's
important for a student to understand that the PIC is responsible for
controlling his aircraft, not ATC.

The scary part was when they handed me off to Long Beach. I knew at that
point that I wasn't 100% sure of my location, so what was I going to tell
Long Beach. I knew I had to request landing. So I tuned to Seal Beach VOR
in NAV2, and triangulated my position.

That was the right thing to do. Good work.

At that point I was fairly certain that I was over the 91/605 interchange.
I could see the 605, but not the 91. My best guess is that I was flying
directly over the 91. Anyways I contacted Long Beach and gave my position
as 91/605 for landing 25L. They told me to follow the 605 for a right base.
So I did just that. Then they told me I was clear to land. I knew at that
point I had to confess that I still had no clue where the airport was.
They were very cool about it, and said they would call me final, just
maintain my base over the 605. They finally told me to turn to 250, and
the airport was 2 1/2 miles ahead with the runway lights on high.
About 20 seconds later the airport was in sight.

ATC was "very cool about it" indeed. VFR with less than 3 miles
flight visibility, you were technically in IMC due to the haze and the
low angle of the sun. (See: § 91.155 Basic VFR weather minimums
http://tinyurl.com/9elqv ) This occurs often in the LA area; plan on
it.

Technically, with less than 3 miles visibility in daylight, you should
have requested a Special VFR Approach. (See: § 91.157 Special VFR
weather minimums http://tinyurl.com/aa8tc ) If it had been a half hour
after sunset or more, lacking an instrument rating you would have had
to declare an emergency.

I bring up these points, so that you will be fully aware of the
regulations involved. Practically, you did a good job.


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