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.
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...
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