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If you have a FS510 and the GTX 345 is connected to your GTN650, then the best connection is to the FS510 because in addition to weather and traffic, you can exchange flight plans to/from your iPad/iPhone. If you only connect to the GTX 345, you can't exchange flight plans from the panel/idevice.

Absolutely correct. From DO-229 which provides the TSO technical details:

Both the GTN and the GNS have support for the "course from fix to altitude" legs that may be used on a missed approach climb to altitude, but they need a baro-corrected pressure altitude input, usually provided by a PFD that outputs baro-corrected pressure altitude. .

There is some logic to this. With an ILS, if the GS fails, you normally still have the localizer, so the lateral guidance is not degraded. If the ILS has a localizer only MDH above 600 feet, the 600 foot standard will be raised to accommodate the higher MDH. If the ILS does not have a localizer...

Garmin Pilot offers filing through Leidos as an option or filing via FltPlan.com. I don't know how FftPlan.com handles fling IFR flight plans.

Yes, approach control or a tower sees the flight plan, distribution is from the center they belong to that handles their flight plans. FSS does not get a copy of an IFR flight plan if you file through ForeFlight, so are unable to amend a filed flight plan. If you were to specifically request an...

What is the point of filing and amending when you can just file when you get to the airport. The cutoff for amendments is usually 46 minutes prior to ETD, not two hours. IFR flight plans don't need to be filed through Leidos, ForeFlight doesn't along with others who provide third party filing.

At one point in time, IFR flight plans were filed through DUATS and then Leidos. Those flight plans were available to FSS. For at least 8 years, ForeFlight does not transmit its flight plans to FSS, they are just sent to the relevant center via the AFTN network and FSS is not on copy. As long as...

Tremendous preparation for the flight. My only observation is that you must do at least two non precision approaches using different Navigation systems, so two RNAV approaches would not meet the current IPC requirement.

Each center has a lockout window for amendments and cancels of flight plans. It varies between 46 minutes and a little over an hour. During the lockout, any flight plan update will be rejected. You can call the ATC clearance delivery phone number and they can update your proposed departure time...

I do cross country IFR training flights with students. I file the return flight plan on the taxi back to the departure runway.

That depends. FSS does not necessarily have access to IFR flight plans filed by other third parties such as ForeFlight.

Any flight plan, IFR or VFR can't be filed from, into, or through the FRZ using automation with the exception of military flights. Some STARS penetrate the FRZ and can't be filed by part 91 or 135 operators (this may only apply to transition routes that do go through the FRZ.

This VOR's radials are 6 degrees off of current magnetic variation. ForeFlight shows the 056 degree radial to be at 062 current magnetic variation with no wind, so 068 would have to include wind. I think 6 degrees is a supposed maximum difference between the VOR declination and the current...

While is is standard that IFR altitudes are assigned by ATC using the hemispheric rule, it is not an FAA regulation. So called "wrong way" altitudes may be filed and in some areas are used regularly by ATC, example in parts of the Florida peninsula since many routes are so close to north/south...

Both ADS-B Out and a transponder with mode C are not required below 10,000 MSL in E airspace with exceptions for the E airspace above a C or B airspace, inside the 30 NM mode C veil, and over the Gulf of Mexico within 12 NM of the shore line and below 3000 MSL. The SFRA 60 NM area around the...

A cruise altitude has to be above the MIA, but you can file for lower, you just won't be cleared at a cruise altitude below the MIA. The MIA can be an MVA, MOCA, MEA or in the case of point to point navigation, at least 1000 feet (2000 feet in designated mountainous areas) above the highest...

You file the altitude you want for cruise. There is no E/W rule in the US for IFR in controlled airspace. If you plan on cruising at more than one altitude, file for the first one you intend. You will need to obtain a new clearance for cruising at subsequent altitudes. You can file for a change...

In most cases, not much other than when lost com would be involved.

There are a few practical distinctions, in mountainous areas, the ROC is more for the feeder route 2000 VS 1000 feet verses an initial segment defined by an IAF to IF. Also, the regulations define an IAF as a fix where an approach begins. This applies to lost Com where one can begin the descent...