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It's simple enough to find out - just write to the chief counsel and ask. :stirpot:

Castle Air Museum, I think?

From Noe Valley, I think SQL will be the least bad option in terms of traffic - and you can always take 280. Longer, but generally the traffic is moving much better than 101 and it's a much prettier drive. No DA40s at SQL, though, at least as far as I can recall.

In 13 days, not for 13 days.

AOPA has a list of dates for the closures, now. Short version: the closures take place on three dates: April 7, April 21, May 5. More than half will stay open through the month of April.

:popcorn: So.... what does (Pause in the proceedings.) mean? On page 21.

Same with KSQL - my guess is "Look how close we are to a class B airport" worked pretty well as a 'national interest' argument.

Looks like San Carlos got spared, which I think makes sense, given how close it is to SFO. The field I did my training at (New Haven) is still getting the axe, though. I don't think the tower is strictly necessary, but I did like the controllers there.

Yeah, I know. For whatever reason I minded it a lot less with the Continental font than the current United font. But I didn't like it much then, either. Not like it matters to me - I'll keep flying United because I live about 20 minutes from SFO.

Well, United's new livery is no longer my least favorite US livery. So there's that. :vomit:

Hmm. It might be friction losses - the friction would be roughly independent of altitude (some temperature sensitivity, though) but the wind force does change. I guess there would need to be some calibration. At any rate, to answer the original question, the NOAA anemometers are supposed to read...

I don't think the cup-type anemometers used in ASOS setups have much altitude sensitivity - they measure speed directly, unlike the pitot systems in our aircraft which measure pressure.

I don't know how the fly-by-wire logic in an Airbus works, but in the planes I fly, it's the primarily the yoke position that stalls the airplane, not the throttle setting.

Just getting some hunk of metal from Earth to escape the solar system's gravity isn't all that difficult or expensive (by space mission standards, I mean). Building a hunk of metal that can operate successfully in the interplanetary environment for the years it takes to get out there, make...

I don't want to get involved in the safety debate, but I'll point out that IFR flying is fun.

In the local news he was quoted as saying it was 'probably harder on them than it was on me.' :rofl: Also, just to nitpick, I believe SFO security is a private contractor, not TSA.

That's my exact phraseology if I intend to land. How do request touch-and-goes, though? I usually muddle something like 'inbound for touch-and-goes' or 'inbound for pattern work'.

:sad: I hope we find out what went wrong.

That's not the rule itself, they're just clarifying that it's not an FAA regulation you're violating. I believe NOAA's rulemaking process and the associated legal apparatus is similar to the FAA's. That's not entirely comforting, of course, given the deference that administrative law judges give...

The FAA sent around a note on this today, linking to this notice.