Search results

Pretty much done with you. Find a new hobby rather than harassing POA users.

No. Maintaining speed waiting for the cross guests to allow a safe landing.

Not a professional pilot but I was once flying towards an oncoming front with a 10k feet runway, gusty winds and deteriorating conditions in front of me. I think I rode that about 2k feet while 10 feet above the runway waiting for the plane to settle down.

Well I guess that’s a hull write-off. What we are missing is a Carnival cruise ship ramming what is left of the aircraft.

Left wing might be laying under the wreckage. Hard to tell though.

Assuming you haven’t moved since receiving the clearance, stay with clearance for that. Definitely not something you want to be fiddling with once on the taxiway or lined up for departure.

I’ve received input from different CFIs suggesting both methods. I guess choose which method is better for you? Does anyone know how long it takes for an engine to stop running if fuel is contaminated or there is a blockage of some sort? Two or three minutes on the ground I would think should...

That it does. Was clear for miles and what appeared as clouds ahead suddenly became a rain/snow squall stuck in a valley. Thankfully I had just passed over an airport and went into a descending 180 to land and wait it out. It’s not something easily forgotten.

A 214 is good enough for me regarding veteran status. Also a CAP member but I probably won’t fly for CAP. Already have planes I can fly and the paperwork is not an incentive to fly for CAP.

On my long XC during ppl training flying out of a Bravo, I landed and realized that I was something like 0.1 short on the requirements once on the ramp. Sat there idling for a bit before working up the stones to go to clearance and request one lap in the pattern. And then I suck at radios. Like...

Does the 4000# include a parachute? That thing will definitely need a parachute.

Ummmmmm …. Phrasing?

fly at your own risk? Hahaha. I hope that it’s all safe mode if they do.

Well that was one of the lowest risk Red Bull things ever.

Utah here but agree the emphasis lately has been flooding and earthquake scenarios; flying recon missions. Plus the O-ride and glider flights as well as the sUAS component. Never heard about the target scenario missions. Not sure I trust an AF weenie to not get overexcited with live weapons :D

“Retired Major USAF/A” where the /A means adjunct. Rank non-withstanding, I believe the “A” represents Auxiliary Meaning the AF funds certain missions but not all.

Someone willing to do this will do this despite CAP. Just curious your justification in making this statement. My story? Six years Navy enlisted. E4 on exit. Joined CAP a year ago. My squadron admits that S&R is not a major component any longer. We still train and prepare, and recently flew a...

I know this is more of a theoretical question but the next time I fly to Bryce KBCE elevation 7590 I’ll try to remember to test this.

Think about the upside. How many people get to fly a low wing 172?

Exactly head on yeah. 50 feet below you? Probably not. Had a glider pass just under the nose once. Didn’t see it until I caught a glimpse of it right as it went under the cowl. Maybe 20 or 30 feet below. I would like to think the pilot had eyes on us but based on how close it was I kinda doubt it.