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Hellz yeah high winds aloft is of concern in and around and even far above mountains. The first thing I check when thinking about mountain flying is winds aloft at 9, 12 and 15k.

<brain engaged> He and others are pointing out that this is ONE MORE example of change for change's sake in service of ICAO. I think "chart supplement" is less descriptive of the book's contents than the old name - Airport/Facility Directory. So why did they change it? ICAO. End of the...

If the OP just wanted an answer to his question he could have gone and looked it up. Or he could have posted a more generic version of his situation. But he told a story and that story included more then just that narrow question. It included his dickpilot comment over the air. Why did he...

uhhh money! doyeee

I've always wanted to drift my tri-gear like a taildragger.

That's what I was already doing most of the time. This will make it more crowded along the grass, I think but maybe not if this is true... They only want us to use the C1 runup if departing 10. Not sure I like that. I want to pass my runup before I bother taxiing all the way up to the N or S...

If it is in the 90s or even 100s on the ground there very often is a greater-than-normal lapse rate near surface, meaning temps fall off faster as you climb. The caveat is that the greater the lapse rate the more unstable the air is and the more likely there is to be building cumulus/t-storms...

I didn't really even use WACs back then either.

Why not do that? Because there are many different topics under the heading of "Denver". There are multiple airports and different local topics that come up. It would get a) confusing, b) lost to anyone unaware of its existence, and c) annoying for those who aren't interested in those topics...

Amazing. His career spanned nearly 60 years. RIP.

I looked out over the mountains and foothills in the morning and the clouds had the blurred/smeared edges that are classic with high winds aloft. I saw swirling snow and rain bands coming off the foothills. Not sure how it looked down south but as someone said, Palmer Lake is right up...

Sorry to hear this. It was blowing hard all day yesterday. I'm sure someone here knows how to look up past METARs and PIREPs, but I believe I saw forecasts on Storm of 35 mph surface winds in Denver yesterday. So winds aloft would have been vicious. When that happens around here I find...

If the first bump is cumulogranite then there isn't a mystery to solve.

Concur. Stupid idea.

GoPro, engine monitor. There's most of the info right there. In any case, GA crashes aren't generally all that mysterious, but video and engine monitor evidence would certainly help. Still that's like reason #157 to buy and use those technologies.

Just to be clear, is this a forum for specifically asking questions of PoA members who work in ATC? If it's just for general chit-chat about ATC, I think Flight Following was good enough.

bump. Is there any current discussion among the MC of implementing this sub forum?

It's not clear to me if the OP intends to do that trip as an aviation XC or if that is simply his prearranged travel itinerary and he just wants to do some flying while in one or more of those cities.

I would do 0.5 hr hops on my lunch break if I lived closer to the 'drome. T/L practice is immensely beneficial. Just take a look at the loss of control stats! But for further proficiency, maybe head out to the practice area and run through steep turns and slow flight/stalls once in a while...

Someone may have posted this already, but filing a VFR flight plan won't expedite FF. ATC doesn't have your flight plan unless it is IFR. I would listen for a while, then call approach. If they are too busy they will decline to give you FF.