Why would I ever use a VFR flight plan when I could just get flight following? The only reason could think of is if you were flying through a area of no communication.

Hey,

So I heard somewhere that if a PPL with ASEL takes a checkride and passes for CPL-AMEL, he/she can execute Commercial privileges on a Single Engine Aircraft as well.

I do not think this is true because when they issue a CPL, it specifically says MEL or SEL, and I have not found anything in the FARs that agrees with the statement. So I figured I would check with you guys, in case there's something I missed.

Thanks!

So I was going over some gliem slides and on the private pilot section it says "May fly in conjunction with your job." How would that work as a private pilot? Could the company pay for the flight because it would be incidental because you have to go there anyway? I feel like the pilot is supposed to still pay for half.

I've got about 1,200 dual given. Spend most of my time flying Citations and Lears, but still an active instructor. Would be glad to answer any questions via this forum or via email.

I'm studying the commercial pilot oral exam right now and some of the phraseology is kind of confusing me. Could someone please help me understand:

Holding Out

Private Carriage

Common Carriage

Commercial Operator

Thanks!! (don't define thanks)

If you are flying VFR with flight following on a route to the East which would require odd +500 would you be able to fly even+500 if clouds were stopping you from entering the odd altitude?

A couple weeks ago I soloed for the first time, and, of course, it was incredible, but this questions has been stuck in my mind for a while. What can I do with a Student Pilot Certificate after my solo? Am I welcome to take the plane I soloed up anytime, so long as it's VFR and I stay at one airport? I realized after that I hadn't asked my CFI and the FAR/AIM didn't help me much (but I'm horrible at looking through it...), so I came here. An answer would be much appreciated!

I posted this in r/flying by mistake.

A recent topic of discussion to come up around the the soaring club is the add on of ASEL to a PPL/G. There is disagreement as to the time requirements ( is there still a 40hr requirement or less?) and how much of the glider time is applicable. The FAR is not really clear in this particular case can anyone help in resolving this dispute?

I have a student that is a Current ATP Airplane Pilot. He also now has his Commercial Helicopter Rating. His Airplane CFI is Lapsed and he now wants to add on Helicopter Flight Instructor.

I am trying to figure what tests he needs to take.

As far as I can tell he doesn't need to take the Written FOI.

But he does need to take the Helicopter Add on CFI written.

Will he be asked FOI questions in the check ride?

Will the Flight Instructor Helicopter check ride renew his CFI Airplane?

Thanks for any help!

I am planning a VFR flight in a Piper Arrow and I plan to fly at 4500 MSL. How do I determine the True Airspeed so I can then do the rest of my flight log? I know TAS is dependent on Temp and PA, but for flight planning do I change my TAS for the route to and from? Or is there a common planning TAS I calculate up front and use that for all planning.

I fly solo a decent amount now and like to take pictures while I'm up. I'm just wondering if this is against any rules. Wouldn't want to get in trouble for a couple stupid FB photos.

This has always really confused me.

I remember reading that I need to do a 250nm direct line flight for the multi-engine license and for the commercial license. I am instrument rated. I was wondering if I could bring I could bring passengers for this journey. Thanks guys!

I'm reading FAR 91.169(c)(2)

the ceiling and visibility minima are those allowing descent from the MEA, approach and landing under basic VFR.

Does the "under basic VFR" requirement apply only to the "approach and landing" portion of the sentence, or does it apply to "descent" as well.

In practice, if I'm filing to an airport with no instrument approach but the ceiling is e.g., 4000, can I fly it if I'm expected to be vectored at 2500 once I get close enough?

Can someone explain to me how the image in the Airman Knowledge Testing Supplement for Instrument Rating (FAA-CT-8080-3F, Figure 96 on page 87 works? There are marker beacons on the right side (RWY 270) indicating that is the front course.

However, the localizer shading is on the left if you were lined up on this localizer. This indicates that it's a back course from what I've been taught. I've also been taught if you're lined up on the localizer on the shaded side, a left turn will be indicated. This would indicate the localizer for RWY 09 is the front course.

I would like to know if i made a major mistake, broke a law or if my instructor is simple angry with me (and if this wan't an honest mistake).

the story; i was flying a cross country to a location and halfway through i got flight following as it was a bit windy and i didn't want to get lost. they repeated my destination back to me so there was no mixup. after over an hour of flying my estimation was i was about 10 mins until my destination when flight following told me "XXXXX the airport is at your 12 o'clock 2 miles, do you have it?" I looked out and saw the airport where they said it would be an landed. it was the wrong airport. it was an abandoned class C. i figured out my mistake and got back in, this airport was exaclty along my route of flight and i didn't even think of questioning ATC. I made the mistake of assuming they never make mistakes. anyway, after that it was mostly uneventful. A week later (today) my instructor texts me and says "schedule an hour, we need to sit down and talk about your last cross country, specifically the leg to XXXX" is he angry? did i break any laws? albeit was a stupid mistake to land at the wrong airport, but it was on the route of flight and i trusted ATC when they told me it was right there (there was some kind of haze or something, it wasn't the best day)

Can someone explain what it is to me, how I use it, and how I calculate it? From what I know the temp drops 2 C for every thousand feet. The dry adiabatic lapse rate is 3 C per every thousands feet, from what I understand is it's 3 instead of 2 because it's dry and it's used to calculate stability of the atmosphere. If anyone can help me out it would be greatly appreciated.

How does the weight and balance change with retractable gear? This seems like something that should be covered in the POH but I'm not seeing anything. Cessna 172RG

Would this mean "NAME APP/DEP CON 128.35 257.725 (1200–0400Z‡) " mean the tower operates during that time or that it doesnt? Also what does the ‡ symbol mean? I looked through the AFD and couldn't find it. Thank you

So we all know 29.92 is the standard temp. I always thought it would raise with heat (ex:30.00) and lower with colder temp (29.72). I thought this was because the density altitude raised with the heat. But while I'm taking the test prep it is saying that you add to density altitude when the alt is lower?

I know how it's used and what information it gets but how does it actually sense the pressure? Does it just "feel" how much for is exerted on it by the atmosphere? Does it work kind of like a scale? (like a scale we weigh ourselves?)

Pretty sure the AI and HI slowly become more and more less accurate but I'm not sure.

I'm frequently doing my cross-country flights with a T&G wherever, then heading back immediately to the home airport. DUATS wont let your departure and destination be the same, so I end up having a briefer figure it out for me.

Should I have two flight plans? That seems bizarre to close one and immediately open another.

I am having a hard time understanding how the mechanics of a vor work. Example, how does the instrument know which radial it is on or if it is to or from a station. maybe on of you has a good analogy to help me grasp this.