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No, a route clearance does not change your altitude clearance, or restrictions, and vis versa.

On the 737, about ten minutes on the preflight planning, usually done at the hotel or in operations. Then about 30 or 35 minutes at the airplane. We're almost always done well before boarding and cargo loading is complete.

We do RNAV RNP approaches down to RNP 0.10 and with RF-legs. Some of us can do GLS approaches which are a form of LAAS, though they call it something else now. The E-175 can do LPV approaches but not RNP, AFAIK.

Ground told them "as able". For a VFR aircraft, the tower controller provides sequencing and runway separation.

How precise of a location do you think that ATC needs?

I don't see why not. I can shift into neutral, too. What is less clear is why I'd want to.

I once drove between the Newfound Gap, in the Great Smoky Mountains National Park, down into Gatlinburg on a cool Thanksgiving weekend day. Newfound gap is just over 5,000' MSL. Gatlinburg is 1,450' MSL. Distance was about 15 miles. My state-of-charge increased 5 percentage points.

An increasing number of states are charging EV fees, as part of the registration process, to replace the lost gasoline taxes. In my state, the fee is $200/yr would equates to 13,100 miles in a 30mpg ICE car at my state's, plus Fed, gasoline tax rate.

A strange thing happens when you start spending a number of hours per week sitting the right seat, watching students mess up maneuvers, while doing very little flying yourself. All of a sudden, you can fly better than you ever have before. Something about watching all the mistakes improves...

They do that all the time, then launch them one right after the other. You go down the runways within an airplane length, or two, of each other. The 1L departure has a left turn, and the 1R departure has a right turn, both starting at 520' MSL.

Airbus?

Not sure I really understand the overused part. They are a student pilot so it seems appropriate to me. No different than the "heavy", "super", or "Lifeguard" suffixes for call signs. It coveys useful information. As to unnecessary, student pilots are more easily confused and make more...

I'm curious what your CFI taught with regard to using student pilot in your call sign. When I was teaching, I had my students use it routinely.

AIM 4-2-4 (c) Student Pilots Radio Identification. The FAA desires to help student pilots in acquiring sufficient practical experience in the environment in which they will be required to operate. To receive additional assistance while operating in areas of concentrated air traffic, student...

The airplanes which show leaving the door inside are the ones with inflatable slides at the over-wing exits. Throwing the door outside can damage the slide. Airplanes without slides have you throw them outside. In either case, the evacuation certification tests were conducted following the...

It is.

One of the requirements is the minimum age. That is a sharp line. One day before a passenger's 15th birthday they can not sit in the exit row, the next day they can. The other requirements do not have that sharp, easily identifiable line.

It is relevant because it is something something normal that is within the expectations of the controller. Turning then, will not be an unexpected maneuver as discussed in AIM 4-3-5. I never said it is the only point at which to turn. I think we're forgetting the context of the thread.

It's not an ATC procedure. It is how the obstacle clearance is calculated. If you fly outside of the boundaries of the area for while the obstacle clearance was calculated, you are not assured of obstacle clearance. ATC must allow pilots to fly in a way that ensures obstacle clearance unless...

I am saying that the line is not drawn with a thin, crisp point.