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That's before POHs were standardized. A taper wing would be more sensible about things like that (just because of the date).

Yes, they do. Cessna emergency checklists have the memory items boldfaced.

Umm, standing lenticulars can FORM in place downwind, but they don't drift there. Clouds are not balloons. They form where the air cools, usually by rising. In this case, at the top of each wave crest. The wave pattern moves very slowly if at all, far slower than the wind speed.

If there is only one, it's quite close to the mountains. And you can get rotors in the flats just downwind of the mountains. You don't have to be IN them. It's not a lenticular if it drifts. And the context is mountain obscuration. That doesn't occur hundreds of miles from mountains.

I'd say marginal ADM. The concern is a bit different than has been pointed out, though. Over the top above even modest mountains is quite different from overflying coastal stratus. As you found, mountain obscuration can be many thousands of feet thick, and VERY often requires flying near the...

150 below the ceiling is legal in Class G, at least in daytime, and as long as visibility is at least 1 mile. Not very smart at an airport with instrument approaches, but not illegal either. TPA is not required by regulation; only the direction of turns is.

Then don't move here. No one said you have to like it. A little respect for those of us who choose differently would be expected from someone who thinks he's a libertarian. Believe me, there are some nasty things in Colorado, too. You just don't hear me blaming you for them or pointing them...

Bay Area weather is hardly "yucky" for an instrument rated pilot. It is usually flyable, except for cold or very heavy storms in winter. Don't think you got anywhere near the "feel" of any place from a few week business trip. It doesn't work that way. There are plenty of hunters in California...

Make the best of it. It can be interesting. I've sat on three juries -- one civil and two criminal, in two different states -- most recently two weeks ago. All the trials were very different. But I won't say more until you're done. Reading about other trials can be prejudicial.

Heh. On my instrument checkride, I got sequenced onto the SJC ILS with a FedEx DC-10 on my six. Best forward speed. But I think the bullets I was sweating were faster.

Just don't drop the flaps on final. Especially if you drive a Piper. And two notches for a short launch isn't a good idea.

I'm not understanding. VFR aircraft can be anywhere in VMC. Approach doesn't separate IFR and VFR aircraft in Class D or E. Even in Class C, it's not at all rare to have to deviate off on ILS in VMC due to VFR traffic. It's perfectly legit to fly an ILS VFR without a clearance, or to fly a...

This is amazing. EVERY statement is out of date, misquoted, or just wrong. You almost have to try to do that badly. I'll give just one example, as proofreading every single reality-challenged post of yours is far outside my job description. A single payer bill is starting debate right now. If...

Paint Your Wagon. Though Clint gets badly upstaged by Lee Marvin.

Curious.... the only butt hurt I see is from mscard88. All other is presumed. Objectionable and offensive are quite different.

Everyone seems to assume all controllers are local.... A controller can report to a facility in Sacramento and handle traffic from San Francisco to Reno, with a big mountain range in between. Or report to Fremont and handle traffic 1000 miles offshore from Hawaii. And the requirement is for...

You don't have to contact Approach for anything outside Class B or C, as long as you're VFR (you can do IFR practice approaches, too, which usually means you want a missed). But it's useful. Around here at least, the difference between a VFR practice approach and a real approach is the phrase...

Up the hill some 10 miles out of town, yes.

Usually, the dots are evenly spaced in time and indicate a velocity for the cell.

If you must burn off fuel rapidly, fly in circles at high speed, a LITTLE rich. Climbing burns fuel, but also builds heat due to lower airspeed, and burns far less on the way down. Power necessary to maintain airspeed goes as its cube.