Search results

TPA is not regulatory, and Class E usually stops at 700 AGL. This means you can see legal VFR traffic below that.

And adding a lot of flaps quickly while slowing down is how you finish an ILS at 200 AGL.

CHECK THE WEATHER. I've been doing too many searches lately around there for people who don't understand what mountain passes do to winds.

Sometimes traffic or Tower constrains it, or perhaps terrain or runway slope. If I land at Watsonville in low IMC, I'm virtually guaranteed a tailwind. A light tailwind should not be a problem, except on a short obstructed runway. You just have to know what it does and compensate.

You've never done a Bay Tour from Reid? You've been there for years. I like to cross SJC midfield, climb 3500, follow 101 all the way to Golden Gate Bridge, cross Alcatraz and Treasure Island descending to 2000 (if Approach hasn't already put me there), then follow 880 all the way back to Reid.

You get into a lot of trouble when operating in Class B without a clearance. VFR or IFR.

Umm, you did look at the date in that article, right?

Oakland Flyers? You can ask, but I'd ask Kaiser first. They haven't charged me fees for short stops. You CANNOT get on the field without a SIDA badge or an escort from the FBO.

If I remember right, it was $30/day. Give them a call to be sure. They waived the first day for a fill-up when I asked. I definitely needed the fuel. I got an Enterprise car on the field. It's quite literally a short block away.

I went there a few weeks ago. JFI really did have the cheapest fuel in the area, by a lot. It's a stupid-short walk to the rental car lot (or you can just rent the overpriced ones right outside the door). The ramp fee is a bit high, but they will waive one day for fuel if you ask. Watch out...

You're not that odd... My primary instructor was definitely too timid. I had to tell her at one point that I was a musician and hearing something sucked when it did was entirely expected, and built credibility. I always felt she was trying hard not to offend, to the point where it started to...

Seen it in action. If the 172 drivers aren't complete buttholes, they make space. You really do want the jet in front of you, rather than behind. They approach a LOT faster. Gliders, piston singles, Caravans, and L39s often mix it up at Byron. Only the jumper dumper (Caravan) is a problem.

Looks like a lead "radial" for the turn to the localizer course.

A Stratus is TSO equipment? The real answer is to stop assuming reality from toys.

Pressure altitude is appropriate. The temperature in your lungs is always the same.

Even quicker, tune the airplane radio to somewhere around 123.0. If the source is YOUR plane or another very nearby, you'll still hear it. If it's across the field, you won't. Detuning is a common isolation technique. I had exactly the same experience as the OP once. Turned on the standby...

You bet he did. 'Cause someone doesn't understand the difference between falling/sliding and rolling. It make a HUGE difference. Different objects fall at the same rate, but do NOT roll at the same rate. Even in a vacuum. Not that rolling is a very good analogy for a descending aircraft (one...

The service ceiling for an Archer is around 13500. It doesn't take much for DA to push up there in the given conditions. Mountain weather occurs in much smaller mountains than the Sierra. Sitting at KBUR, there was some pretty good obscuration over Mt Hollywood this morning, and little...

Aren't you instrument rated? Whatcha worried about marine layer for? CRQ has SEVEN approaches, including an ILS. Get a pop up if you need it, or just fly the whole thing IFR. All four LAX B transition routes are related to VOR radials, GPS visual "VP" points, or both. Make sure you brief the...

That seems to happen every long flight.... But the most annoying one was flying from SLO to Oakland, where I got a "reroute" as I finished the SID (a BC departure!) onto a STAR that had all the same VORs in it as my original clearance.