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I often fly from Philly area up to Massachusetts, Vermont, or Maine and like to file IFR when flying through the New York airspace at 6-9k MSL. Sometimes if the weather is clear the IFR routing slows me down so I’ll fly VFR. Any NY center controllers out there that can tell me what path and...

Gonna fly IFR into Dulles tomorrow and looks pretty straightforward except I’m headed to Atlantic fbo so the runway I land on seems important. I’ve done my SFRA training a while ago and since I’m on IFR not sure much else to do with that. Any advise from others flying GA into KIAD? Btw signature...

This is an interesting new feature I’ve started playing around with. The source of the data is anyone flying around with a sentry device and opted in. Raises a question however…anyone that can fly above 7k or so (turbo normalized) you got to think they don’t need or have a sentry device. Maybe...

Recently I spent a good amount of time trying to make ForeFlight draw an ODP for a departure I had coming up. ODPs aren’t usually that complicated but it’s nice if the gps can draw the lines and even better if auto pilot can follow it if needed. I agree with author that it wouldn't take much...

Hi - I’m visiting Los Angeles In august and me and my son would like to rent a plane to fly to Catalina Island with the help of a CFI. I’m multi commercial instrument rated with 600 hours but assume need cfi for rental and more importantly want a copilot that knows that airspace and the...

Going from 18” of manifold to 22” of manifold seems like a big power change on a stable approach. On short short final around 300 agl I add full flaps and full prop forward. Both add drag of course so I may need more power but that seems like a lot of power. Plus I end up a bit fast once I make...

I was also scratching my head about the grammar/readable comment but now see it’s a typo. I meant “props” and not “power”. But yea it’s not super clear but I was just saying I know I need some extra power when I add more flaps and push the props full forward.

I’m IFR rated but still practicing a lot of approaches and I’m finding that even my most stable approaches I end up getting low and too slow at about 300 ft agl part of the approach. I add power but then I end up coming in fast and have to adjust. So not very stable. I’m flying a Seneca and at...

Got a garmin gtn 650 and 750 and been wondering what scenarios would the OBS mode be helpful. I think I get what the OBS mode does. From your present position it draws a radial and it suspends the gps sequencing. so when is this ever helpful?

Im a relatively experienced pilot - 550 hour commercial pilot with IFR and 200+ multi hours - I fly about 100 hours a year so I consider myself pretty proficient and somewhat experienced. I rarely have been flying at night and lately my missions call for it with my family so I’ve been...

Check out pilot workshops.com. They have a few IFR courses and they all talk about creating a list of power settings at different stages…

Sounds like you don’t have a set routine down yet….for instance slow to prepare for approach, load radios and navs, first notch of flaps….once established gear down on dot away on Gs, then reduce power to follow gs. You shouldn’t need to look anywhere but the instruments once you are on the...

Had my first flight in hard IMC and full approach today since getting my IFR ticket. The runway 9 at KOQN has 2 plates a Z and a Y. They are the same except for the missed which I assume changes depending on traffic at Philly international. I didn’t realize this until after my flight and just...

Everyone’s journey is different but Eventually you pass a point of experience from which things are just comfortable after. For some people it’s 200hours…some it’s 500 hours…some just have it in their dna and it’s day zero. Turbulence isn’t fun and you may never be 100 pct comfortable in it -...

I’m no jerry wagoner but I do film some of my approaches for training purposes. Recently was coming in over the numbers and a herd of deer decided to mosey across the runway. The video ain’t great but you can see the guy that I musta just bearly tapped. My copilot didn’t feel the tap and no...

Wow this forum is awesome. I get it now… - the “sector” the note refers to is defined my the victor airways. The chart refers to them by the radials for some reason but that doesn’t matter it’s the airways. - this note is saying when on any of the airways within these 2 you can’t turn towards...

Ahhh…if I look at the low IFR chart see the victor airways on these radials. But is it saying when I hit the vor I can’t turn outbound? Or is it saying if I’m tracking toward the VOR on any radials between these 2 airways then I can’t enter the hold in lieu of procedure turn?

I know it’s minutiae but I’m reading approach charts carefully that are probable for my upcoming checkride and want to fully understand how radials are referenced. On the LNS RNAV 31 it states…procedure Na for arrivals on LRP radials 054 CW 223. LRP vor is located at the airport btw. So do I...

I can only speak for my experience and about to cross 500 hours. For me it’s always been about time and experience things get more comfortable. If you are so uncomfortable that you aren’t safe then you have a real problem. Sounds like you are uncomfortable but not to the point where you are...

So after reading the discussion and rereading the part 91 far this seems clear to me. For me to get current I need to be sole manipulator of the controls. I see no mention that I need to be PIC. I cannot bring a passenger but I don’t see anything stopping another pilot in the plane acting as PIC...