Bob Fry wrote in
:

I'd have to respectfully disagree with your assessment on some of the
calls.

BPH On CTAF: Announcing that you're taxiing from your parking
BPH spot to "the active runway" at an airport that's the size of
BPH an ex-WW2 air base. Who cares?

When I am ready to taxi, I say, Madison, 1943L ready to taxi, request
advisories, Madison. This call is two fold. If somebody in the MBO is
monitoring, they can give me a heads up that there is reported and when
winds are calm, tell me what runway was last used. Helps me know my
radio is working AND I work with the pattern. Plane could have called in
before I flipped my avionics switch. Soooo. I do care.....

BPH On CTAF: Announcing that you're "Clear of the active". You
BPH might think anyone who is waiting to take off can *see* when
BPH you're clear. The only exception I can think of is a
BPH (severely) crowned runway where the other end can't be seen
BPH from the departure end.

Low wing planes are very hard to see on extra long runways, especially
dark ones. So, if I am at the end of 17 and a plane lands, I fully
appreciate when they report they are cleared the active. I then don't
have to wait until I get a visual on them taxiing halfway up a 1 mile
taxiway for me to take off. And as you stated, many runways I land on
are rather hilly, and seeing a plane in the valley of a runway or the
other end can be a rather difficult challenge.

As far as cleared the active, if you are paying attention when you
approach the airport, you know the active runway.

You must not deal with uncontrolled airports that potentially have two
active runways, such as intersecting runways, so yes, you can have an
inactive runway. After landing, I try to say, Natchez, 43L, cleared the
active 25, Natchez (or whatever runway it may be) so folks around me can
know what runway I am indeed clearing.

A few extra words for a bunch of safety sure is worth it to me.

Allen