Has anyone ever flown a light single into LAX? If so, would you care to
offer some advice? In a few months, I've got a relative who is flying into
LAX from overseas, and I would much rather fly in to pick them up rather
than face the madhouse we call "driving to LAX". Do they prefer IFR or
VFR arrivals? There are two FBO's listed: Mercury and Landmark. Is one
better than the other? How about landing fees? What would they charge for
a quick in-and-out to pick someone up?

Thanks!

-- Dane

Dane Spearing wrote:
> Has anyone ever flown a light single into LAX? If so, would you care to
> offer some advice? In a few months, I've got a relative who is flying into
> LAX from overseas, and I would much rather fly in to pick them up rather
> than face the madhouse we call "driving to LAX". Do they prefer IFR or
> VFR arrivals? There are two FBO's listed: Mercury and Landmark. Is one
> better than the other? How about landing fees? What would they charge for
> a quick in-and-out to pick someone up?
>
> Thanks!
>
> -- Dane
I have no idea what the landing fees are these days. But, I do know the
only place they will allow you to park would be at one of those FBOs,
which are on the south side of Runway 25L and completely separate from
the air carrier passenger terminals.

It would require public ground transportation via the air carrier
drive-around then down Sepulvada Blvd, east on Imperial to the FBO.

It would be easier to go into Hawthorne Airport than go through that LAX
drill. Unless you are very, very familiar with Hawthorne Airport
procedures you are well advised to arrive IFR. If the weather is good
and you get a good airspace briefing, departing VFR is somewhat easier
than arriving.

One little screw up and you have a Class B bust. IFR prevents that,
especially into Hawthorne.

Hawthorne is an easy jumb onto the 105 Freeway and only a few miles from
LAX. It would probably be easiest for your passenger to take a taxi to
Hawthorne.

I have a freind who flew a C172 into LAX three years ago for the
purpose exactly as yours. He flew from El Monte (EMT), which is a
towered airport 20 miles east of LAX. Since EMT is a local airport,
he just needed to ask tower to request a slot for LAX before starting
the engine. Otherwise, you have to call (telephone) the tower at least
one hour before your flight in order to arrange a slot. Once take
off, ATC will ask you VFR along the I-10 freeway until 3 to 4 miles out
of Runway 24. Then they clear you into Bravo airspace and ask you
maximun forward speed to the touch down zone. That's not a problem
because Rwy24 is almost 10000 feet.

The only FBO was Garrett at that time. They will van you to the other
side of terminal and pick up the passanger and back. There was some
very high landing fee but could be waived by purchase some fuel.

The best way to pick up pessangers in LAX is to fly a helicopter, if
you can, as my the other friend does all the time. There are several
heliports on top of LAX parking structures. Best of all, they are free
(comparing to parking a car there). And you only have to talk to LAX
tower prior you cross the mid-field of RWY24, no prior arrangement is
needed.

"Dane Spearing" > wrote in message
...
>
> Has anyone ever flown a light single into LAX? If so, would you care to
> offer some advice? In a few months, I've got a relative who is flying
> into
> LAX from overseas, and I would much rather fly in to pick them up rather
> than face the madhouse we call "driving to LAX". Do they prefer IFR or
> VFR arrivals? There are two FBO's listed: Mercury and Landmark. Is one
> better than the other? How about landing fees? What would they charge
> for
> a quick in-and-out to pick someone up?


do Hawthorne!

Hawthorne seems quite anti-climatic.

-Robert

In article >,
(Dane Spearing) wrote:

> Has anyone ever flown a light single into LAX?

Yes. Jake Hauserman ) did it as a teenager and
documented the trip on a DVD called Fly Jake (unfortunately not
available on the Internet, but was on sale at San Val near VNY not long
ago). He did it VFR.

> If so, would you care to
> offer some advice? In a few months, I've got a relative who is flying into
> LAX from overseas, and I would much rather fly in to pick them up rather
> than face the madhouse we call "driving to LAX". Do they prefer IFR or
> VFR arrivals? There are two FBO's listed: Mercury and Landmark. Is one
> better than the other? How about landing fees? What would they charge for
> a quick in-and-out to pick someone up?

I agree with the other respondents: if you're going for practical
reasons rather than the coolness factor you should fly into Hawthorne
instead. But if you want to fly to LAX it's not really a big deal
(except that you need to be on top of your game). It's probably a good
idea to phone the tower ahead of time to get the latest procedures and
let them know you're coming.

rg

Ron Garret wrote:
> In article >,
> (Dane Spearing) wrote:
>
>
>>Has anyone ever flown a light single into LAX?
>
>
> Yes. Jake Hauserman ) did it as a teenager and
> documented the trip on a DVD called Fly Jake (unfortunately not
> available on the Internet, but was on sale at San Val near VNY not long
> ago). He did it VFR.
>
In the 1960s and even into the mid-1970s those of us who were airline
pilots based at LAX could fly light singles into LAX and park on our
airline's maintenance ramp (not the passenger terminal ramp).

It was done quite often.

> In the 1960s and even into the mid-1970s those of us who were airline pilots based at LAX could fly light singles into LAX and park on our airline's maintenance ramp (not the passenger terminal ramp).

(Why) did it stop?

Jose
--
The price of freedom is... well... freedom.
for Email, make the obvious change in the address.

> >In the 1960s and even into the mid-1970s those of us who were airline pilots based at LAX could fly light singles into LAX and >>park on our airline's maintenance ramp (not the passenger terminal ramp).
>(Why) did it stop?

Well, this may not be the direct reason but it may indirect reason...

On August 31, 1986, a Piper Archer mid-air collided with Aeromexico
Flight 498 DC-9 in approch to LAX. 64 in DC-9, 3 in Piper and 15 on
the ground died. That event caused FAA established Class-B airspace.
This greatly reduced the small GA airplanes accessing the major
airports such as LAX.

You can read the full story at AOPA:
http://www.aopa.org/asf/asfarticles/2001/sp0101.html

Jose wrote:
>> In the 1960s and even into the mid-1970s those of us who were airline
>> pilots based at LAX could fly light singles into LAX and park on our
>> airline's maintenance ramp (not the passenger terminal ramp).
>
>
> (Why) did it stop?
>
> Jose

The airline maintenance ramp became too crowded, although it could still
be done with prior permission on some occasions; that is, until 911.
That pretty much ended it.

jbskies wrote:

>>>In the 1960s and even into the mid-1970s those of us who were airline pilots based at LAX could fly light singles into LAX and >>park on our airline's maintenance ramp (not the passenger terminal ramp).
>>
>>(Why) did it stop?
>
>
> Well, this may not be the direct reason but it may indirect reason...
>
> On August 31, 1986, a Piper Archer mid-air collided with Aeromexico
> Flight 498 DC-9 in approch to LAX. 64 in DC-9, 3 in Piper and 15 on
> the ground died. That event caused FAA established Class-B airspace.
> This greatly reduced the small GA airplanes accessing the major
> airports such as LAX.
>
> You can read the full story at AOPA:
> http://www.aopa.org/asf/asfarticles/2001/sp0101.html
>

That is not correct. The Class B (TCA prior to airspace
reclassification to ICAO nomenclature) was established prior to the
midair to which you refer. In fact, the Piper was clipping a corner of
the Class B when the midair occurred.

An excerpt from the NTSB's probable cause:

AN INV REVEALED N4891F HAD INADVERTENTLY ENTERED THE LAX TERMINAL
CONTROL AREA (TCA) & WASN'T IN RADIO CONTACT WITH ATC.

As to airline employees flying light aircraft into LAX to park at their
respective carriers' maintenance hangars, Class B had no affect on that
at all.

"Sam Spade" > wrote in message
news:ba41g.72150$bm6.10786@fed1read04...
> jbskies wrote:
>
>>>>In the 1960s and even into the mid-1970s those of us who were airline
>>>>pilots based at LAX could fly light singles into LAX and >>park on our
>>>>airline's maintenance ramp (not the passenger terminal ramp).
>>>
>>>(Why) did it stop?
>>
>>
>> Well, this may not be the direct reason but it may indirect reason...
>>
>> On August 31, 1986, a Piper Archer mid-air collided with Aeromexico
>> Flight 498 DC-9 in approch to LAX. 64 in DC-9, 3 in Piper and 15 on
>> the ground died. That event caused FAA established Class-B airspace.
>> This greatly reduced the small GA airplanes accessing the major
>> airports such as LAX.
>>
>> You can read the full story at AOPA:
>> http://www.aopa.org/asf/asfarticles/2001/sp0101.html
>>
>
> That is not correct. The Class B (TCA prior to airspace reclassification
> to ICAO nomenclature) was established prior to the midair to which you
> refer. In fact, the Piper was clipping a corner of the Class B when the
> midair occurred.
>
> An excerpt from the NTSB's probable cause:
>
> AN INV REVEALED N4891F HAD INADVERTENTLY ENTERED THE LAX TERMINAL CONTROL
> AREA (TCA) & WASN'T IN RADIO CONTACT WITH ATC.


"At 11:52:09, Flight 498 and the Piper Archer collided over Cerritos at
about 6,650 feet. The Archer had inadvertently penetrated the 6,000-foot
floor of the TCA without a clearance."

In article >,
Ron Garret > wrote:
>I agree with the other respondents: if you're going for practical
>reasons rather than the coolness factor you should fly into Hawthorne
>instead. But if you want to fly to LAX it's not really a big deal
>(except that you need to be on top of your game). It's probably a good
>idea to phone the tower ahead of time to get the latest procedures and
>let them know you're coming.

Nope. Strictly practical reasons. I just hate driving in the LA Basin.
I appreciate the feedback and I think I'll go with Hawthorne.

-- Dane

Matt Barrow wrote:
> "Sam Spade" > wrote in message
> news:ba41g.72150$bm6.10786@fed1read04...
>
>>jbskies wrote:
>>
>>
>>>>>In the 1960s and even into the mid-1970s those of us who were airline
>>>>>pilots based at LAX could fly light singles into LAX and >>park on our
>>>>>airline's maintenance ramp (not the passenger terminal ramp).
>>>>
>>>>(Why) did it stop?
>>>
>>>
>>>Well, this may not be the direct reason but it may indirect reason...
>>>
>>>On August 31, 1986, a Piper Archer mid-air collided with Aeromexico
>>>Flight 498 DC-9 in approch to LAX. 64 in DC-9, 3 in Piper and 15 on
>>>the ground died. That event caused FAA established Class-B airspace.
>>>This greatly reduced the small GA airplanes accessing the major
>>>airports such as LAX.
>>>
>>>You can read the full story at AOPA:
>>>http://www.aopa.org/asf/asfarticles/2001/sp0101.html
>>>
>>
>>That is not correct. The Class B (TCA prior to airspace reclassification
>>to ICAO nomenclature) was established prior to the midair to which you
>>refer. In fact, the Piper was clipping a corner of the Class B when the
>>midair occurred.
>>
>>An excerpt from the NTSB's probable cause:
>>
>>AN INV REVEALED N4891F HAD INADVERTENTLY ENTERED THE LAX TERMINAL CONTROL
>>AREA (TCA) & WASN'T IN RADIO CONTACT WITH ATC.
>
>
>
> "At 11:52:09, Flight 498 and the Piper Archer collided over Cerritos at
> about 6,650 feet. The Archer had inadvertently penetrated the 6,000-foot
> floor of the TCA without a clearance."
>
>
I think TCA (Class B) came from the San Diego Cessna/727 midair early 70's/

BillJ wrote:

> I think TCA (Class B) came from the San Diego Cessna/727 midair early 70's/

Not so. The San Diego TCA came about as a result of that accident,
which was in the late '70s (Sept 1978).

There were already quite a few TCAs in effect when the PSA 727 Cessna
mid-air happened in San Diego.