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KBUY, KGSO, and KINT are all within the uncharted Atlanta center surface area, so any flight plan filed from KBUY would be accessible to any controller tied into Atlanta center. KBUY is situated within the charted Washington center airspace, but gets its flight plans delivered through KGSO...

The distribution of flight plans is archaic in that they are only available to the center which they are originally filed with. Once the clearance is given, further distribution occurs, but if one is contacting ATC to retrieve their flight plan with the intent of obtaining a clearance, it has to...

Simply pointing out that Washington center won't have or be able to obtain your flight plan due to how flight plans are distributed.

If the DME is working, I would keep it and I would also keep the KI209A at the top of the stack. If GPS os being jammed or for any reason is not working, there are many ILS that require a DME, so if it is removed, in many cases you might find it difficult to legally fly the ILS procedure.

I thought the same regarding using a CDI that has an internal Loc/Converter, but apparently the GPS 175 will drive one because there is an option to use the encode the output to a video signal, so the stock KI109 is supported.

It sorta works, but there are considerations with VOR and within 50 NM or so of a charted center boundary. It is better to pick an airport along your route and file your flight plan from the airport with a nearby VOR or waypoint/fix as your pickup point. By filing from an airport, even if you...

KGSO is in Atlanta Center, KRDU, KTTA, and KFAY are all in Washington center. If you file off of KGSO, you will need to contact Atlanta center to pickup a clearance KGSO to KTTA. KBUY, KSIF, KSCRand KMTV are all a part of Washington center, but Atlanta center has an agreement with Washington...

YFR and ZFR are not supported in the US. Military can file them with an 1801 email to their Baseops. Until you have obtained your clearance, only a single center will have a copy, so if you fly out of the airspace controlled by the center that handles your departure airport, the controller won't...

All Mode C transponders at the same distance from the interrogator will get the interrogation signal at the same time on 1030 MHz. After a 3 uSec delay, each transponder will start the transmission of the reply on 1090 MHz. Each nanosecond of time difference represents one foot of additional...

Probably only Garmin dealers.

Garmin publishes a maintenance manual.

If you file a flight plan using a call sign, that call sign telephony must be used in radio communications and it must be loaded into a mode S transponder and ADS-B Out system as the Flight ID

ASDI feed is no more, but the same data is now available through FAA SWIM. To obtain a SWIM feed of the data, a company has to support the LADD privacy and block public tracking for LADD participants. There are two levels supported, within FAA data or if the LADD participant chooses, the data...

Flying in the pattern for the purpose of takeoff or landing is not a violation of 91.119 IAW the Legal opinion Robert E. Anderson issued 7-2-2009 by the FAA General Counsel. Outside the pattern it would apply. The pattern altitude is a recommended altitude and not established by regulation and...

I don't think emergency planning, as important a consideration as it is for all departures, is relevant to the question of how do you avoid terrain and obstacles before reaching the MIA when departing in IFR/MVFR conditions at an airport that does not have an IAP. In the case of an airport with...

That is expected and standard operation. Your headset is set to mono, you have a stereo audio panel. Stereo audio panel detects a short, turns off the audio to the headset. Open up your headset control/battery and set the switch to stereo.

There was an incident many years ago where a controller refused to clear an aircraft for an approach because of the NA at night, but it was because it was at sunset. So in that instance, night was probably 25 minutes in the future. The pilot had to land at another airport and get ground...

Flying an "ILS or LOC" approach procedure to circle to land is a Localizer procedure to an MDA and would count as a different kind of approach. An ILS is a precision approach to a DA and a LOC approach is a non precision procedure to an MDA. The second question makes no sense, NA means "Not...

Agree it is a sort of bug, but the bug is that the pilot was allowed to do something they shouldn't have been allowed to do. It should have generated an error message or not have provided the option in the first instance. There is no syntax to define this, so when it gets saved, it is garbage in...

That should not be needed because once cleared for the approach, you are supposed to follow the charted altitudes, unless ATC restricts you. If all they are doing is restricting you to follow the chart, that is redundant, but might happen anyway.