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We’ll see when I take the test. I remain open minded… =) So far my test prep has proven pretty darn accurate to what I’ve seen on the tests themselves. Ymmv of course, but I think the quality has been well proven. As to the “you should learn the material then you wouldn’t have a problem”...

As sad as it may be that they were once worse, I’ll take the wins where we can get them. =) Still, the OCD side in me would like to just be a fly on the wall in that office sometime. “What … what would you say you do here?” Oh well. I’ll pass regardless.

Current study methodologies have it pretty well established. Plus confirmed from other’s experience. And my own on previous exams. Not trying to start an argument.

I’ll be taking the Commercial written in the next few weeks and am most of the way through a test prep course at the moment. I’m trending fine, have a pretty good grasp of most of the material, have a good track record on FAA exams (short though it may be), etc. That said, the commercial test...

Some folks out there doing some WORK :eek::confused: RSW UUA /OV RSW270035/TM 1710/ FLO90/TP C30J/WV 130 KT/TB SEV- EXTRM 090/RM ZMAFD

I’m pretty excited to be kicking off 10 hours of instruction in a Cessna 185. After a lot of years and a few hundred hours of flying smaller, less capable planes - typical trainers, and about 80-90 hours in small taildraggers (except a few times I got lucky enough for some T-6 time and some...

I think bbchien hit it. At least that’s my guess. I didn’t get much of an explanation, but after a few phone calls between the doc’s office and the FAA, things were resolved today. I’ll keep that potential issue in mind at my next medical and see if I can head it off before it causes confusion...

thanks rk911. Fingers crossed it goes away after they chat with the feds. Honestly I didnt even know I have an online SS account…so I might be a little behind the curve as it is.

Ok, hopefully someone can lower my current stress level. Just went in to renew my 2nd Class. No issues whatsoever. They take my paperwork and come back and say that somehow the system is showing two SS#s for my name in the system, and for some reason the FAA system isn’t letting them select the...

=) Not the first time we’ve seen that problem on FAA exams I guess. Thanks.

Thanks mandm. sorry I edited my second post while you were posting. But yeah I think I follow your points. And I think I generally have a fair understanding of it … but then I get a question like the above. =) It gets sort of strange when you start being very specific about the actual...

Just answering my own question (and since I don’t see a delete button for the post)… since the flywheels are connected to the engine directly, I guess I can see how the answer above could be graded correctly. Sort of. But it seems more correct to say you’re adjusting oil pressure to the...

So this question actually comes from studying for the Commercial. it just made me scratch my head a little… Study/exam question and answer as graded correct: “Which statement best describes the operating principle of a constant-speed propeller? A) The propeller control regulates the engine...

Right - good correction. Thanks.

OK, got it. I posted the above reply to the first response I got. And yes, a good reminder that the AFMS also gives guidance I need to be including. Thanks all. I think this all gives me a better nuanced understanding.

I'm referring to the fact that the AIM textual sections saying "the onboard navigation data must be current and appropriate..." leave no allowance for a manual verification exception. A better way of asking this might be simply: Is 1-1-6 the only location that specifies it is (at times)...

Ok, running into another one with conflicting information available: I realize this is probably an old question that has been resolved - I just couldn't find it. And second, it is admittedly largely academic since I don't know anyone who would advocate flying with expired databases...

Haha! Teamwork!!! :)

Thanks both. So, AIM 1-2-3 and AC 90-108 are not contradictory. Rather AC 90-108 specifically clarifies that the RNAV units simply cannot be used past the FAF for lateral guidance (but can still be used as DME for step downs, etc). Is that a correct assessment? I think this is one of those...

More specifically, when and for what legs of a "conventional (non-precision) approach" am I allowed to solely rely on the TSO-145 GPS? When am I allowed to only fly the Initial and Intermediate segments? When do I have to "actively monitor". ex. VOR-A into KRDM and the ILS 23 (initial and...