Runway Selection

Tarheelpilot said:
“Yeah crew track you can use 19 if you want but I’ll continue using 01 and you can work around me…”


When in doubt plain language is best. It’s an uncontrolled airport. Crewtrack can pound sand.
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If someone asked politely it's one thing. Saying you "want to do it the right way" is guaranteed to be less effective.
 
This is where the vague right of way regs get fun. I assume the correct answer to who gets to decide active runway is whoever has ROW. But since each aircraft is measuring from the opposite end, they could be tied. Same goes for 2 aircraft on opposing final.

The obvious answer is to be mature grown ups in a potentially dangerous activity and negotiate a quick resolution. But hotheads gonna hothead.
 
MauleSkinner said:
Or, more likely, the pilot didn’t know any better.
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It was ATC calling them Sky Bronco. They were half a sector ahead of us. So it was in the system as that, and got passed along as that. I'm guessing it was one of the long XC's
 
“I’m going to stay in the pattern for 1. My engine is only running on three cylinders and I’m troubleshooting a big oil leak, and 1 has better options for landing.”
 
EdFred said:
It was ATC calling them Sky Bronco. They were half a sector ahead of us. So it was in the system as that, and got passed along as that. I'm guessing it was one of the long XC's
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Either way, ATC will call them by what they put on their flight plan. If they’re flying outside of their authorized area, they should have filed under their N-number.
 
RussR said:
It is. We use the Flight Check call sign (not to be audibly confused with Flex Jet or Exec Jet, which all.sound similar on the radio) when we are on an inspection itinerary. Followed by the tail number. I'm in Flight Check 73 today.
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Typically King Air? Asking because I've watched those flights a couple of times around here, and believe that's what being used.
 
Tarheelpilot said:
…triggered my inner butthole.
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Mine mostly just itches, but I did comply with the request. It would have been great to do a pilot’s lounge debrief with the (seemingly young) instructor to walk through the considerations around runway choice. Might have been interesting.

The next challenge that morning was the 1.2 mile wide downwind they were flying. Yes, I measured it. So i was stuck doing 8 minute circuits instead of 5 minute ones.
 
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It’s common around here to hear a puppy mill plane call “short final” when they’re well over a mile out at 70 knots. It’s entirely possible to be climbing through 1500 in a plane like an RV before they’re even over the pavement, but the CFI kids get upset when they have less than two miles clear in front of them.

Another thing that’s more recent is them using CTAFs to announce their positions when several miles from the airport and well clear of the pattern - apparently not realizing that four or five often busy fields within radio range use the same frequency, and adding on what maneuver they’re doing. “Smalltown Traffic, this is Puppy 123, we are established seven nautical miles north at 3,000 feet, VMC demo, Puppy 123, Smalltown Traffic.” Throw in an only partially decipherable accent on top of that.
 
Albany Tom said:
Typically King Air? Asking because I've watched those flights a couple of times around here, and believe that's what being used.
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Yes. Our fleet is King Air 300s and Challenger 601/605s. Most of the domestic work is done by the King Airs.
 
kyleb said:
The next challenge that morning was the 1.2 mile wide downwind they were flying. Yes, I measured it. So i was stuck doing 8 minute circuits instead of 5 minute ones.
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If there was something to gripe about ... ^^^ that's it, especially if they are pattern flying at approach speeds ... ;)
 
Daleandee said:
If there was something to gripe about ... ^^^ that's it, especially if they are pattern flying at approach speeds ... ;)
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TBH, I thought busting into the pattern and requesting a pattern flip with no viable reason was more annoying. It was short sighted and inconsiderate. And I'd have told the instructor that, but not over unicom.
 
Daleandee said:
If there was something to gripe about ... ^^^ that's it, especially if they are pattern flying at approach speeds ... ;)
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You out to try sitting in a hold watching the airplane ahead of you fly a full approach procedure for 19 minutes because he’s doing the whole thing at 80 KIAS with 30-knot headwinds down final.

After I flew the full procedure and landed, I didn’t quite beat him to the ramp, but I did get 8n to the FBO first.
 
kyleb said:
TBH, I thought busting into the pattern and requesting a pattern flip with no viable reason was more annoying. It was short sighted and inconsiderate. And I'd have told the instructor that, but not over unicom.
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Personally it wouldn't be much of an issue for me as the instructor did make the query and had what appears (at least to him) to be a legit reason for doing so. But I try to be pretty easy going. Now it would have been a totally different situation had I turned final and spotted him landing from the other direction without notice ...
 
RussR said:
We like to think so anyway.
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I think so, too! That someone is actually testing out the approaches and looking out for the radio tower someone put up that I might otherwise run into, or the trees that grew up and no one notices? I like that! Thank you for that service.
 
kyleb said:
Mine mostly just itches, but I did comply with the request. It would have been great to do a pilot’s lounge debrief with the (seemingly young) instructor to walk through the considerations around runway choice. Might have been interesting.

The next challenge that morning was the 1.2 mile wide downwind they were flying. Yes, I measured it. So i was stuck doing 8 minute circuits instead of 5 minute ones.
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Your patience is impressive.
 
I would have said, but the winds are favoring this runway most of the time. So you prefer to land downwind based on the wind at pattern altitude.

By the time he figures it out you would have been done, landed and parked. :D
 
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