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It wasn't me, but I watched someone attempt a landing yesterday in the terrible conditions of 10 knots wind right down the runway. 172 crosses the fence with the right wing quite low, plops on the runway, bounces, lets the left wing just as low, then plants it on the runway left wheel first. I...

Dang, you must be a small guy. I can't even fit in a 150 without having the seat all the way back. To this day, it's part of my preflight briefing in any Cessna single for me and the right seat to do the "Cessna Butt Wiggle."

That's good, but 8500 DA is what you get in spring while there is still snow on the ground. There is a power line before you reach the lake. A 180 HP 172 can handle DA over 10,000 as long as you don't find any sinking air or high winds. That means east winds will be a problem. Even with west...

The RAIM prediction would be wrong because it doesn't know about interference. But RAIM itself would still detect the unusable solution when it occurred. I watched a 430 do just that as I started a missed approach near a large surfing event once. I suspect some jerk had a jammer.

Amelia Earhart's Vega 5B is worth nothing because everyone knows it was stolen from the NASM.

Not your wallet.... At this stage, your IMC skills are VERY perishable. You need to make several IFR flights in short order.

No kidding... The first thing I did after getting my IR was CAP qualification. I was put through the wringer, again. Very humbling. And then I got evaluated by my CFII (he's also a CAP check pilot). He knew all my weaknesses, and tested them. Put me through the nastiest nonprecision high...

Error detection. Just because you get an answer doesn't mean the answer is usable. With an unsynchronized receiver clock (which is how almost all of us operate), 4 satellites will always give you a 3D answer, but you have no idea if that answer is anywhere near your real position.

Yup. It isn't SUPPOSED to interfere with GPS, but it might. We've found it in the G1000 telemetry. A 182 isn't really capable of 750 knots ground speed.

That's called the L1 Lagrange Point, and it does exist. The Earth isn't negligible. However, it's about three times further away than the Moon's orbit, so the resulting eclipse would be annular. And it's metastable in the radial direction, so it wouldn't last long. The SOHO satellite has...

You should. Rapidly changing tropopause height is related to strong jet streams, which brings weather. While you won't see the resulting 150 knot headwinds that a westbound jet might, you'll see effects on the surface.

Aw, c'mon. You're losing it. The soundtrack to Airplane!. There is nothing else. I just want to tell you ... good luck. We're all counting on you.

Obviously, you haven't read the reg. Is it between an hour after sunset and an hour before sunrise?

I made the trip today. Went well, except I got stupid and flew into the wake of Mt Rose when I knew there was a 20 knot northwest wind. Moderate turbulence and a good head whack. So I flew directly away from the mountain to where I should have been in the first place. Atlantic treated me quite...

Large inductive load could do that, perhaps an engaged starter motor. Or more likely the breaker itself broke.

Worst I had was an ADHD kid who couldn't keep his feet off the rudder pedals. The seat went all the way back and hands in his lap. I landed that way and put him in the back seat to return. He's since asked for more rides. Not happening in the front seat.

You will not be able to get into PAO for instrument training on the best days. Recently, it's been every morning. If you train where the airplane is parked, you might get some actual IMC. There are plenty of CFIIs at both Livermore and Concord.

He definitely faked the "photo." It's a screenshot of a sim, not a photo. As for the incident, the PFD doesn't jump over to the MFD and back on its own. There is a button for that.

It's a sim.

You said there must have been negative Gs. No, that's not true.