GearUp180

@snglecoil Let's say that, the last time I flew the C172,taking off with flaps 10 was quite a struggle. I am also less than impressed with the A320 particularly in flare mode: it is, as if, all the mass was shifted aft. My understanding is that, a lot of developing resources have been put on visual aspects (the corner stone of today's "immersion"), therefore I am looking forward some flight dynamic improvements (it is a flight simulator, isn't it?). @DJJose, I am not talking about my "feelings" (I would hire a shrink for that). I am comparing performances (and when the aircraft can't climb, it's easy). @sd_flyer Regarding the use of flaps, if you are not yet familiar with it, you should read: your C172 pilot operating handbook: Section 4 (normal procedures): normal and short field takeoffs, normal and short field landings Section (Airplane & System Description): Wing Flap System the Pilot's Handbook of Aeronautical Knowledge: Chapter 6 Flight Control / Secondary Flight Controls / Flaps @sd_flyer, @DJJose Which such "impressive" resumes, you guys should be the only ones allowed to write about C172 in this forum. But I guess that it is, too often, the typical response on this sub-forum: go for the jugular first and show off the credentials (which, sorry to disappoint you, don't really impress me)! Happy landings!

We might be able to use the flaps on the C172 as intended in real life...

If the range from CS is confirmed (there could be a manual hidden somewhere, I am not sure about CS standards in term of documentation), I guess that you should be fine. What does the weather at destination like? Do you need an alternate? If yes, how far would be the alternate? Do you expect some marginal weather? Traffic delays? How are the winds aloft (e.g. a transatlantic with strong headwinds?)? Any deviation from the airway expected due to thunderstorms? Any malfunction increasing the fuel consumption (e.g. flying at lower level due to pressurization inop, missing fairings...)?...

In real life, unless the controller is not familiar with the airport, she/he will use the airport name for the clearance. You can check it on Live ATC.

Question #2: I agree with Skelsey on the MEA. Nevertheless: The star (*) indicates the MOCA (minimum obstacle clearance altitude), not the MSA. With the MSA, you must maintain 1000ft over a congested area and 500ft in other than congested areas (FAR 91.119). You usually get it from the VFR charts by adding those figures to the Maximum Elevation (shown for each quadrant in large blue numbers). The MEA assures navigation coverage and 1000’ (non-mountainous terrain) or 2000’ (mountainous) obstacle clearance (Instrument Procedures Handbook 2-35). It's the figure shown on the IFR charts and plates above the MOCA. If you are under radar contact, the controllers can give you a lower altitude (AIM Section 4, 5-4-1 note 5). They actually have their own sets of altitudes sometimes lower than ours (pilots). Question #1: Regarding the climb requirement at CRVET, my guess is that it has to do with the adjacent MOAs and the overlapping routes (V3 and military).

Racedude, I'll try to give you the best answer I can. First, I think that there is a mix of VFR (your aircraft initially) and IFR (the other aircraft on the ILS and your following the SID). Scenario 1: You are VFR and the approaching aircraft is IFR If you are flying VFR, in the real world, before taxiing, you would give to the tower / ground your direction of flight to exit the airport airspace (most likely a class D). In this case, it would be a south west departure. Again, assuming that the airport is in a class D airspace, the controller will take care of you within a 4nm radius (typically): there is "no separation service to VFR aircraft" within this radius, so, in VFR, YOU (the pilot) are ultimately responsible for traffic separation. As far as I know, the controller will try to avoid you crossing the path of the ILS unless you fly jet and can be way higher by the time you cross it. Then, once ready for departure, they would clear you as follow: "[calsign] clear for take off runway 05, RIGHT turn on course". You then take off, climb to 500ft AGL and start your turn to the southwest, remain south of the runway and maintain heading until you leave the airspace. When you are out of the airspace, the controller "doesn't care" anymore about you: you can "resume your own navigation" and change your heading to reach the starting point of the SID. Scenario 2: both aircraft are IFR. Then, your SID specifies which direction you should turn. You would also have a clearance and the controller would be aware of the path you are following. Then, he would either clear you to follow the SID as published or would vector you if he thinks that it might conflict with other traffic. Finally, I do not fly P3D but if it is like FS, don't rely to much on the ATC service: it is extremely basic and definitely doesn't cater for such cases. You may try the on-line service Pilotedge for more realistic procedures (full disclosure: I do not work for Pilotedge neither receive money from them). I suggest that you: looked for your airport on Skyvector: you would be able to find the complete path (from the runway) of the SID at the airport you use. It is very unlikely that the SID would have you cutting the ILS path. watched the video from Pilotedge: there is a complete workshop about IFR departures (and generally other videos about IFR procedures). read the FAA "Instrument Flying Handbook" (available in pdf format for free) for a very detailed answer.