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Quick question for those that fly with a constant speed propeller, is the only time appropriate to use "full power" during take-off and go-around? Say for example I take off and level off at 2,000 ft momentarily and setup at a cruise setting...if you wanted to continue your climb to say...

I'm looking at starting training in complex aircraft...anyone have any resources they've used and found valuable for learning the ins and outs of complex aircraft? Particularly the use of a CS prop. Of the articles I've read, I haven't had any light bulbs yet...but maybe I'm making it more...

The oral was basic, lasted about an hour and a half. Nothing I hadn't seen/heard before, but I stumbled on a couple. Flight was challenging, it's just a lot to do in a short time period. We departed using the departure procedure, and a little while after being on course got diverted to another...

Passed my instrument checkride this morning! The rating was challenging, and I'm glad to have it done to start using it :goofy: Got my private certificate a year ago last week, and am at around 115 total time. Reading these forums has been a tremendous help, so thanks to everyone!

ah, so if it's charted (without a comment saying it's unusable past a certain distance) I should be able to rely on it? I don't see the point in defining service volumes for VORs then...

If a low altitude VOR has a service volume of 40nm, that means between two you can have adequate signal for a span on 80nm. Yet, when looking at a low altitude en-route, there are airways that span well over 80nm. How does one navigate that entire airway?

What is everyone's opinion of this routing? From HEF to CRW http://skyvector.com/?ll=38.660635617885305,-79.42428589228992&chart=302&zoom=4&plan=A.K6.KHEF:V.K6.CSN:V.K6.EKN:V.K6.HVQ I planned this instead of taking V128 to HVQ because of the MOA that it goes through. (thinking lost comms...

I put notable weather information, who was with me, what the trip was like. Just enough so that I can read back through it and remember the flight. I'm sure I'll appreciate it when I read back through it later.

Flight planning from Manassas (HEF) to Charleston, WV (CRW). Fltplan suggests HEF - CSN - LDN - COLNS - HVQ. Which seems reasonable, as it goes around the Evers MOA area.

I have my instrument check ride coming up, and am kind of paranoid about the flight I was asked to plan. There wasn't much emphasis on the flight planning portion for my training, and there isn't much more than a page in the Jeppesen Instrument/Commercial book on it. Should I just plan a...

Okay, I think I understand. So given this approach: http://155.178.201.160/d-tpp/1306/05877VA.PDF If I am coming in from the north, and established on the 004* radial, and the controller says: 1) Cessna 124 cleared for the VOR-A approach into culpepper, frequency change approved even though...

My instructor asked me the other day, if I am doing an approach with a HPILPT, but I am established on the inbound course prior to the fix, could proceed straight in? My answer was Yes, but I wasn't sure. He then asked if I was 30 degrees off course, could I proceed straight in after the fix? I...

What makes those step owns different (in terms of ability to follow GS) ?And on that chart, would ATC be advising you when you are at specific fixes to descend?

so if I'm doing the ILS at Winchester, and I'm coming in at 3700...I'd stay at 3700 until intercepting the localizer then I'd drop down to 3100 until past Cedar, then down to 2200 to intercept GS? http://155.178.201.160/d-tpp/1306/05251IL32.PDF

What would you say is better practice? To follow the stepdowns to GS intercept altitude? or intercept and follow the GS down?

Hi everyone, another quick question regarding glideslope intercepting altitude. First, if you are at a higher altitude and have step down fixes before glide slope intercept altitude, do you intercept the gs at the higher altitude and follow it down to DA or do you do the step downs to the gs...

I'm aware of the definitions...I want to know how MOCA is used in practice. I understand better with practical examples vs. textbook definitions. Thanks!

I'm having trouble finding the point of a MOCA, I know what the definition is - but what point does it actually serve? When would a MOCA be relevant and get assigned/used? Thanks!

Yeah, I am through instrument x/c, need to do final stage check and checkride prep. I did quite a bit of studying, but it was dispersed over a couple months. I've read through most of the instrument flying handbook and jeppesen instrument/commercial textbook.

Finally got my instrument written test completed...I've been slacking on it for a while, and am far enough in my training to have it slowing me down for the checkride. Got an 87%, so I'm pretty happy with that. Now on to checkride prep!