Recent Changes in the VFR LAX Shoreline Transition Procedure

Earlier this week, while traversing the LAX VFR Shore Line Transition,
I was kept above 5,000 feet despite initially requesting a lower
altitude (3,500'). One controller said that they had done a poor job
in getting the word out to the pilot community regarding a change they
have now adopted regarding the subject procedure.

He indicated that ATC will not approve transitions below 5,000' any
longer, however on a workload permitting basis, they will work VFR
flights as IFR flights on the transition (which is what I got).

On the return leg, the controller had me first climb from 4,500' to
5,500' then 6,500' and wanted to descend me once through the
transition to put me below Class B airspace. (I declined, preferring
the view at altitude; magnificent!)

The VFR Terminal Area chart only says "altitude assigned by ATC."

I have not yet been successful in locating web-based information on
the procedure change. Likely it has not yet been published. I don't
see a Letter To Airman: http://www.awp.faa.gov/lta/lta.cfm nor NOTAM:
http://www.faa.gov/NTAP/NTAP04SEP30/C's.htm#California

On Wed, 06 Oct 2004 15:33:27 GMT, Larry Dighera
wrote in ::

Earlier this week, while traversing the LAX VFR Shore Line Transition,
I was kept above 5,000 feet despite initially requesting a lower
altitude (3,500'). One controller said that they had done a poor job
in getting the word out to the pilot community regarding a change they
have now adopted regarding the subject procedure.

He indicated that ATC will not approve transitions below 5,000' any
longer, however on a workload permitting basis, they will work VFR
flights as IFR flights on the transition (which is what I got).

On the return leg, the controller had me first climb from 4,500' to
5,500' then 6,500' and wanted to descend me once through the
transition to put me below Class B airspace. (I declined, preferring
the view at altitude; magnificent!)

The VFR Terminal Area chart only says "altitude assigned by ATC."

I have not yet been successful in locating web-based information on
the procedure change. Likely it has not yet been published. I don't
see a Letter To Airman: http://www.awp.faa.gov/lta/lta.cfm nor NOTAM:
http://www.faa.gov/NTAP/NTAP04SEP30/C's.htm#California



It seems the VFR LAX Shoreline Transition procedure is being phased
out. Mr. Walter White (Plans & Procedures, Quality Assurance) has
been kind enough to forward to me a copy of Letter To Airman 04-05:


---------------------------------------------------------------
FEDERAL AVIATION ADMINISTRATION
SOUTHERN CALIFORNIA TRACON
9175 KEARNEY VILLA ROAD
SAN DIEGO, CALIFORNIA 92126


ISSUED: September 30, 2004 EFFECTIVE: September 30,
2004

SOUTHERN CALIFORNIA TRACON LETTER TO AIRMEN NO. 04-05

SUBJECT: REDUCTION IN AVAILABILITY OF THE LOS ANGELES CLASS "B"
SHORELINE
ROUTE

CANCELLATION: September 29, 2006

This letter is issued to inform all users that on September 30, 2004,
most
aircraft departing Los Angeles International Airport will be climbing
to
an initial altitude of 5,000 feet. This is an improvement on the
current
initial altitude of 3,000'. The 5,000' initial climb altitude will
improve safety and efficiency for Los Angeles departures. Due to the
higher initial climbs at Los Angeles International Airport, the
availability of the "Shoreline Route" procedure, as defined in the
"Los
Angeles VFR Terminal Area Chart," will be reduced.

We would like to remind you of several options still available for a
safe
and expeditious VFR transition through the Los Angles Class "B"
Airspace.
You may request the "LAX VFR 'Mini Route' Transition" as depicted on
the
"Los Angeles VFR Terminal Area Chart." You may also utilize the "Los
Angeles Special Air Traffic Rules Area" procedure, depicted on the
"Los
Angeles VFR Terminal Area Chart." The "Los Angeles Special Air
Traffic
Rules Area," offers pilots the opportunity to transition Class "B"
airspace without requiring communications with ATC. Additionally, you
may
request VFR radar services for a transition with Southern California
TRACON on frequency 134.9.

If you have questions regarding the reduction in availability of the
"Shoreline Route" procedure, please contact Walter White, Support
Manager,
Southern California TRACON, at (858) 537-5830.



/s/ Original Signed By /s/

Linda K. O'Brien
Air Traffic Manager,
Southern California TRACON

--------------------------------------

New:
TOWER ENROUTE CONTROL ROUTES, VERSION: MIKE
http://www.socaltracon.faa.gov/tec/tecm.htm

So I am a little confused. (granted I try and stay out of the LAX mess
on ground and in the air!). If you are using the Special Air Traffic
Rules Area (where you transition LAX midfield at 3500 or 4500) that
you do not need to talk to them about it. I would feel very odd
approaching and then crossing LAX midfield without contacting ATC.


Larry Dighera wrote in message . ..
On Wed, 06 Oct 2004 15:33:27 GMT, Larry Dighera
wrote in ::

sniped

It seems the VFR LAX Shoreline Transition procedure is being phased
out. Mr. Walter White (Plans & Procedures, Quality Assurance) has
been kind enough to forward to me a copy of Letter To Airman 04-05:


---------------------------------------------------------------
FEDERAL AVIATION ADMINISTRATION
SOUTHERN CALIFORNIA TRACON
9175 KEARNEY VILLA ROAD
SAN DIEGO, CALIFORNIA 92126


ISSUED: September 30, 2004 EFFECTIVE: September 30,
2004

SOUTHERN CALIFORNIA TRACON LETTER TO AIRMEN NO. 04-05

SUBJECT: REDUCTION IN AVAILABILITY OF THE LOS ANGELES CLASS "B"
SHORELINE
ROUTE



You may also utilize the "Los
Angeles Special Air Traffic Rules Area" procedure, depicted on the
"Los
Angeles VFR Terminal Area Chart." The "Los Angeles Special Air
Traffic
Rules Area," offers pilots the opportunity to transition Class "B"
airspace without requiring communications with ATC. Additionally, you

Sniped

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Greg wrote:
So I am a little confused. (granted I try and stay out of the LAX mess
on ground and in the air!). If you are using the Special Air Traffic
Rules Area (where you transition LAX midfield at 3500 or 4500) that
you do not need to talk to them about it. I would feel very odd
approaching and then crossing LAX midfield without contacting ATC.

This is true. The SFRA at LAX is a causeway overlying LAX where
you may fly at 3500 southeastbound or 4500 northwest bound to safely
transition Class B airspace without having to talk to LAX Tower nor
SOCAL approach. The key to this though, is that LA Tower must not let
any missed approaches or go arounds climb above 2000 on their climbout
(now, it will more than likely be 3000) just to keep the SFRA running
smoothly.

BL.
- --
Brad Littlejohn | Email:
Unix Systems Administrator, |
Web + NewsMaster, BOFH.. Smeghead! | http://www.sbcglobal.net/~tyketto
PGP: 1024D/E319F0BF 6980 AAD6 7329 E9E6 D569 F620 C819 199A E319 F0BF

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Larry Dighera wrote in message . ..


That's really too bad. It was a great way to move between the
California central valley and San Diego. The kids always enjoyed
spotting the Queen Mary and other items on the shore. There is so much
airspace around L.A. that there really isn't a good way to move
between the central valley and San Diego without these transitions
sort of diverting 50 miles East to avoid the whole mess. L.A. approach
controllers are certainly the least likely to want to work GA aircraft
of all the airspace I've flown in around this country.

-Robert

On 8 Oct 2004 17:08:43 -0700, (Robert M. Gary) wrote
in : :

Larry Dighera wrote in message . ..


That's really too bad. It was a great way to move between the
California central valley and San Diego.

It still is. There are currently several ways to transition the LAX
Class B airspace:

1. The Special Flight Rules Corridor (no ATC clearance required)

2. The Hollywood Park Transition (7,000' to 10,000')

3. The Mini Route (2,500' only)

4. The Shoreline Route (now 5,000' to ?)

The kids always enjoyed
spotting the Queen Mary and other items on the shore.

The Queen Mary is under the 7,000' floor of LAX Class B airspace
sector in that location. There's no difficulty over-flying it below
that altitude.

There is so much [Class B]
airspace around L.A. that there really isn't a good way to move
between the central valley and San Diego without these transitions
s[h]ort of diverting 50 miles East to avoid the whole mess.

If a pilot is willing to over fly the city congestion below 2,000'
feet, s/he need only be 5-6 nm inland from the coast to transition to
the east without ATC clearance, not 50 miles.

Of course, it's always possible to navigate over the top of the LAX
Class B airspace above 10,000', but although no ATC clearance is
required for that, SoCal controllers seem nervous when you do it. The
same thing happens when navigating the airspace between the 5,400' top
of Santa Ana Class C and the 7,000' floor of LAX Class B airspace.

L.A. approach
controllers are certainly the least likely to want to work GA aircraft
of all the airspace I've flown in around this country.

I'd be interested in your experiences that support that view. My
experience has been quite different.

I have found ATC controllers working LAX sectors to be helpful,
accommodating, and thoroughly professional. Even during peak periods
in IMC, when controllers are swamped, I have found them courteous to
those GA pilots who conduct themselves professionally. However, the
clod who is unable to time his transmissions so that s/he doesn't
disrupt communications, or otherwise display his/her ignorance often
hears "unable."

On 8 Oct 2004 17:08:43 -0700, (Robert M. Gary) wrote
in : :

Larry Dighera wrote in message . ..


That's really too bad. It was a great way to move between the
California central valley and San Diego.

It still is. There are currently several ways to transition the LAX
Class B airspace:

1. The Special Flight Rules Corridor (no ATC clearance required)

2. The Hollywood Park Transition (7,000' to 10,000')

3. The Mini Route (2,500' only)

4. The Shoreline Route (now 5,000' to ?)

The kids always enjoyed
spotting the Queen Mary and other items on the shore.

The Queen Mary is under the 7,000' floor of LAX Class B airspace
sector in that location. There's no difficulty over-flying it below
that altitude.

There is so much [Class B]
airspace around L.A. that there really isn't a good way to move
between the central valley and San Diego without these transitions
s[h]ort of diverting 50 miles East to avoid the whole mess.

If a pilot is willing to over fly the city congestion below 2,000'
feet, s/he need only be 5-6 nm inland from the coast to transition to
the east without ATC clearance, not 50 miles.

Of course, it's always possible to navigate over the top of the LAX
Class B airspace above 10,000', but although no ATC clearance is
required for that, SoCal controllers seem nervous when you do it. The
same thing happens when navigating the airspace between the 5,400' top
of Santa Ana Class C and the 7,000' floor of LAX Class B airspace.

L.A. approach
controllers are certainly the least likely to want to work GA aircraft
of all the airspace I've flown in around this country.

I'd be interested in your experiences that support that view. My
experience has been quite different.

I have found ATC controllers working LAX sectors to be helpful,
accommodating, and thoroughly professional. Even during peak periods
in IMC, when controllers are swamped, I have found them courteous to
those GA pilots who conduct themselves professionally. However, the
clod who is unable to time his transmissions so that s/he doesn't
disrupt communications, or otherwise display his/her ignorance often
hears "unable."

On 8 Oct 2004 16:41:01 -0700, (Greg) wrote in
: :

I would feel very odd
approaching and then crossing LAX midfield without contacting ATC.

Why?

The only time I feel uncomfortable on the LAX SFRA is when another
aircraft heading the same direction necessarily at the same altitude
reports his position as nearly the same as mine, and I can't get a
visual on him; I keep waiting for the impact.

On 8 Oct 2004 16:41:01 -0700, (Greg) wrote in
: :

I would feel very odd
approaching and then crossing LAX midfield without contacting ATC.

Why?

The only time I feel uncomfortable on the LAX SFRA is when another
aircraft heading the same direction necessarily at the same altitude
reports his position as nearly the same as mine, and I can't get a
visual on him; I keep waiting for the impact.

I was looking at going to Wescon in Anaheim last month. (Didn't, but
that's another story.)

It seemed like, coming from the north, Gorman to El Monte to Fullerton
fit the bill and avoided controlled airspace until you got to the FUL
Class-D. Is it any less murky over LAX or Hollywood Park?

(I've only been back to the LA basin in a small plane once since '73,
but back then, I had a Taylorcraft at Compton, and I got my license at
TOA.)

Don