Good afternoon, Sydney.

I think we are both on the "same page" and if not, at least we are getting
there :-). If you go to an aviation book store, don't look for a book
authored by me - you won't find one :-).

I can't personally imagine that I would approach an airport where
other planes are already landing in the pattern, listen to AWOS or
look at the wind sock and decide that the wind favors a different
runway, and then make an announcement about "preferred runway now
so and so".

Nor would I. I'm sorry if that was the impression I gave. I have made that
announcement when in the pattern or on the ground and noticed the change in
the windsock and even then not before confirming the wind change with AWOS.
So far, no one that was in the pattern with me has objected to the
announcement or refused to make an adjustment. In fact, several have
responded with a quick "thank you, changing to runway XX".

......If several planes
are established in the pattern for one runway, I'm not sure it's the
safest course of action for them all to switch.

On one ocassion there were 3 of us and we all switched without any problem.
I would submit that either everyone changes or no one changes and it has
nothing to do with who noticed/announced the wind direction change; it has
to do with safety.



But thank you, I think I understand your concern now; you're worried
that
someone will think the AWOS is wrong and the wind favors the runway
you're
using? I'll consider that -- it may be a valid point worth a couple
words.

That is correct.

OTOH, I really feel there are a number of valid reasons to
choose the runway which is not aligned with the wind and not all
of them lend themselves to two-word radio calls.

Oh, absolutely. I completely agree.


And be assured that I NEVER us a non-preferred runway
for x-wind practice when other aircraft are using the field

OK, so this answers the question I asked you earlier. You said
you would never do x-wind practice when the airport is "busy".
I asked "what do you consider busy?".

If you got the idea that my definition of "busy" should be the universal
definition, I'm sorry I gave that impression. My definition is MY definition
and certainly subject to change given the situation. What I mean is there is
no standard or set parameters that determine when an aiport is busy. For me,
I take into consideration the number of aircraft, the types of flying being
done, the weather, and how I feel at that moment.


Now it looks like your answer is, you would never do crosswind
practice when there is one other aircraft in the pattern or
approaching
the airport to land.


If I had to use a non-preferred runway for the practice - that is correct.
When there are other aircraft in the pattern or soon will be in the pattern,
everyone has to work together or there will be a great potential for
unexpected "opportunities."


If I understand you correctly, if you're already
in the pattern, and someone else approaches the airport and
announces "wind from 300 preferred runway now 270" you would
break off your pattern and join the pattern for the other runway
and land there.

That is correct in part. I have never heard that announcment made by
someone approaching the airport. Unless they had been listening to AWOS for
a while, they wouldn't know the wind had changed. They would hear the wind
direction and then they would decide on the appropriate runway.

The announcement would be made by someone already in the pattern. And if I
were in the pattern when someone else made that announcement, I would make
the necessary adjustments in order to use the preferred runway.

Of course if a airplane was approaching the airport, listened to AWOS, and
then heard "me" say I am using runway 27 when the wind direction favors 32,
they certainly have the opportunity to contact me for clarification. If that
were to happen, I would evaluate where they are in relation to the airport,
where I am in relation to the pattern, and then either abort my pattern for
the non-preferred runway or continue with my landing and then switch to the
preferred runway. For example, if a pilot announces they are 7 miles out and
I am on my downwind, base, or final leg, I have plenty of time to make my
landing. On the other hand, if I notice a NORAD entering the downwind
pattern for the preferred runway, I will abort my pattern and adjust to the
perferred runway.


When I fly, I fly with other pilots in the sky.
I will not do anything that jeperdizes either their safety nor
mine - at least intentionally :-).

Well, I would say the same. But clearly I do some things differently
and see some things differently. And there are other pilots who do
and see things still differently from both of us.

And that in part is what makes flying an adventure :-). Your comment is
underscored with the number of aviation "how-to" books on the market and
they are all by different authors. No, flying is not a "one size fits all."
We have parameters that we need to stay within and guidelines to help in
that endeavor. A real example of the accuracy of your comment is encounted
when you fly with different CFIs and everyone has a slightly different
approach to landing an airplane and then along comes the DE with a DIFFERENT
idea on how landings should be approached (I know...been there, done that).


I think the problem arises when some people take the attitude
that they have the book on safety and anyone who sees things
differently is "jeopardizing their safety or mine". Please note
I'm not saying I see this attitude from you in what you're writing
here, just that I see this attitude as a problem in and of itself.


True, so true.

Well, I hope we are coming to some conclusion here. I have enjoyed this
exchange of comments and views. Certainly with only 130 hours of flying I am
no "expert" on what should or shouldn't be done. But that is why I hang out
in this and the RAS newsgroup...to learn and to share. I think we all have
something to contribute; good, bad, or indifferent. :-)

I am lucky, I guess, where I do my flying. While I fly out of a Class-C
airport, most of the PP training takes place at several different
uncontrolled airports in our area. When I did my training I did it during
the week. Fortunately, there were MANY times when I was the only airplane in
the pattern. In fact, even now, the flying I do is done during the week.
It's almost like having your own private airport regardless where you go.

Happy and safe flying.

Harry