Well, yesterday got a call from the flight school; seems that since it's been over two years since my last flight (where did the time go?!) and about 5 since my last real BFR, I would need to do some extra ground review before flying. No big, I told them; I'll leave it to the CFI's discretion, etc.  I've been studying some, but after 1.5 hrs of grilling today with a fair but uncompromising CFI, I realize I need to do more...
One key problem was that my initial training was not acronym-heavy. Why, i don't know. But this guy loves acronyms, and I'll give him credit: they're useful mnemonic tools. It's all fine and good to say you know this or that list, but it's hard to begin describing it sometimes.
He got me good with a few of those, and a few very arcane tidbits... stuff I've forgotten as I couldn't see any practical use for that knowledge, I guess.
Here's a sample acronym:
What does "T.O.M.A.T.O. F.L.A.M.E.S." stand for?
And here's a sample airspace question:
What class is airspace above FL600? (that's right, 60,000 feet).

He also got me on some very Day-One stuff, like what marking on a VFR chart indicates fuel and services available at an uncontrolled airport. Anybody remember without looking? When more active, I always checked the AFD first, on those rare occasions when i knew I'd have to refuel. But his point was valid: what if? What if you needed fuel or repairs, and didn't have an AFD, or hadn't checked first?
Anyway, we're doing another ground session tomorrow... he warned me that he's a real stickler for weather knowledge. Great... METAR interpretation; ugh. I've been in denial about that ever since they changed the whole thing, just after I'd learned the old abbreviations...
Also have to bone up on my C172 system and performance stuff, but that is still pretty fresh in my mind. so I'm not too worried.

I'm a little disappointed that I didn't get to fly, but the weather is just ghastly right now anyway... even if we don't go up 'till next weekend, that might be best.
And I don't mind being grilled like this; it's always good for pilots to have their knowledge challenged. It's amazing how dusty and disorganized those mental files have gotten since I (very handily) passed my written and oral exams several years ago!

Tachometer
Oil pressure
Manifold pressure
Airspeed indicator
Temperature gauge
Oil temperature

Fuel gauge
Lights
Altimeter
Magnetic compass
ELT
Seatbelts

Class G above FL600.

Ahh yeah, I still got it (I know youve probably already looked it up, I'm just demonstrating my mad skillz )

Ugh, weather... I'm fine at reading METARs (being 16, I'm typing"OMG i no its like STFU hes such a n00b its like WTF??!?!" on AIM every night ), but it's the actual weather theory and knowledge that I suck at-I slept through Mr. Plumly's 8th grade science, when we learned all about weather (honestly, can you blame me?  I had him first period every single day and I sat in the back).

Well Rotty, sorry you didn't fly, but it's probably best you refresh yourslf anyway.  I'm sure you'll be back in the air soon 8)

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Yeah, it's yucky, innit. Another pilot who'd just been up came into the classroom and reported "bumpy, hazy, with worse haze above 1,500". Not fun, even for pattern work. And even the 180-horse-equipped 172 would be sluggish with today's density altitude. Blecchh.

Ah well, good luck. I'm sure this is all important stuff. I'm also sure that you'll cope with it. Things have changed so much since my day. The basics never change but it all seems so much more complicated now. Think I made the right decision, not to take up this flying lark again after such a long break. I'm quite happy doing my flying with both feet on terra firma these days. The odd pleasure trip is still welcome.

OK, a little breather between study-time and bedtime...
Beefhole, that is quite the story. Never landed at Butter Valley; it's on my list now.
   I'm pretty good at remembering to re-trim (wait- there's a preflight  acronym that covers that- oh, screw it, I'll use the checklist!), but I've forgotten to retract flaps more than once. Good thing it's nearly impossible to go past the top of the white arc while climbing in a Cessna with flaps hanging out...
As for Aspen: never been there, but according to my AFD, the only airport in Aspen is ASE; elevation a mere 7820 MSL, and the runway is over 7000 feet long. Bet even you could handle that!!

I didn't get airborn either... Damned weather. It rained for the first time in a month on saturday. I haven't flown in a month. Coincidence? I think I've angered the weather gods, and caused a drought.

Anyway- I'm sure you can handle it Rotty and you'll be back up in the air in no time.

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Oh, nice- I'll have to remind the CFI about that. Of course, he'll just say: "Well, you're not going to be flying a 172 beyond glide distance to land, are you?"
To which I'll have to reply: "True...at FL 600, I might be able to cross Lake Superior and still be able to glide to shore...." 

my BFR goes like this... first question i always ask as i thumb through the last several pages of their log book...

"What type of flying do you do most? local sight seeing? (fairweather touch and go guy) business trips? etc?"

the rest of the BFR depends on that answer.

on the ground i cover...
AIRSPACE
Class A B C D E G and special use
Cloud Clearance and Vis requirments
Communications and equipment requirments
Where you can and cannot go basically
no real sense on going into what goes on at FL600 so far as im concerned, this guy owns a 172 if he is at FL600 the air space classification is the least of his concerns!!!

Regulations

FAA addresses and phone numbers how to find that data etc
Preventive maintenance for aircraft owners (what can you do or can you not do to your plane?)
some part 61 - most of part 91 i cover by asking questions and putting the guy into scenarios - KNOW HOW TO USE THE MANUAL!!!
part 830 NTSB

few other little things and pending no rust we move onto the flight portion.

Is it practical for me to do turns around a point or S-turns? NO besides i dont want to "re-teach" those any more than the guy wants to have to do them. so ground reference maneuvers are out given the exception of the pattern work. I'll always do...

1. Slow flight
2. Steep turns
3. Power on and off stalls
4. Spin discussion unless the want to actually do one
5. Engine out procedure
6. Slips
7. Short and soft landings and takeoffs
8. VOR tracking and pilotage to an airport not too far away (maybe 30 - 40 miles)

When someone comes on monday wanting to schedule a BFR i generally give them a list of the things i just mentioned a "gouge" so to speak and tell them to come see me Thursday afternoon. so i think thats pretty fair... right? lol