is it just me?

Admittedly, I only have about 65 hours (PP-ASEL), but I've yet to have a
flight where something "unusual" didn't happen.
Also, admittedly, half of the time, it's something dumb I've done (forgot to
turn my transponder to ALT, etc).
However, the other half isn't.
Today for example, I almost made a completely perfect trip for a $100 burger
with nothing unusual.
On the way back, on short final (about 300 or 400 AGL) the gulfstream that
was inching passed the hold short line decided he wanted to take the runway.
I did a 360 and heard a comment on the radio that he must be on the wrong
radio frequency.
Wasn't that big of a deal, but is it just me?

Adam

Wasn't that big of a deal, but is it just me?

Yes.

;-)

Actually, it's your definition of an unusual event that will change over
time.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Think about your typical car trip - people turning, changing lanes, busting
traffic lights. How many of those things you might do yourself without real
consideration.

Perhaps we fly to a higher standard... or perhaps it's just the nature of
experiencing something new. As Jay said, your definition of unusual will
change.

"The Weiss Family" wrote in message
...
Admittedly, I only have about 65 hours (PP-ASEL), but I've yet to have a
flight where something "unusual" didn't happen.
Also, admittedly, half of the time, it's something dumb I've done (forgot
to
turn my transponder to ALT, etc).
However, the other half isn't.
Today for example, I almost made a completely perfect trip for a $100
burger
with nothing unusual.
On the way back, on short final (about 300 or 400 AGL) the gulfstream
that
was inching passed the hold short line decided he wanted to take the
runway.
I did a 360 and heard a comment on the radio that he must be on the wrong
radio frequency.
Wasn't that big of a deal, but is it just me?

Adam

"The Weiss Family" wrote in message
...
Admittedly, I only have about 65 hours (PP-ASEL), but I've yet to have a
flight where something "unusual" didn't happen.
Also, admittedly, half of the time, it's something dumb I've done (forgot
to
turn my transponder to ALT, etc).
However, the other half isn't.
Today for example, I almost made a completely perfect trip for a $100
burger
with nothing unusual.
On the way back, on short final (about 300 or 400 AGL) the gulfstream
that
was inching passed the hold short line decided he wanted to take the
runway.
I did a 360 and heard a comment on the radio that he must be on the wrong
radio frequency.
Wasn't that big of a deal, but is it just me?

Adam


Seems to me a cross country without at least one go around is a rarity.
Very high frequency flight training around here.. i go to one big academy,
there is another at the airport 10 miles away, and a few more up and down
the Florida coast. Add in some very busy (sometiems just rookie themselves)
Tower controllers... Lovely tricks like directing holdshort AC to taxi into
position, then not delivering a TO clearance fast enough to get them off the
ground before i land, someone "Cleared for takeoff, no delay" stopping to do
their takoff checklist (instead of doing "on the go" as you taxi to the
centerline). Students landing slightly long and not being able to make the
normal turnoff, thereby extending time on the runway while i'm on short
final, all kinds of factors. Haven't seen any major runway incursions yet,
haven't seen anyone blow a hold short line either, just numerous snafus in
sequencing and timing. And i'm finally starting to get over the minor
oopses (had a habit of running a checklist, and somehow skipping over an
item, went to a flow then croscheck with paper method and had GREAT results
with it) but now for some strange reason i keep contacting center on
tower... tower on ground... ground on dispatch... etc etc.... gotta remember
to push the freqswap button on the G430, then make sure audio panel is on
proper radio.... guess I can make a radio flow for each time i modify a freq
start a descent/approach/cruise/climb....

"nooneimportant" no.spam@me wrote in message
news:4uqTc.7111$mD.3703@attbi_s02...

Seems to me a cross country without at least one go around is a rarity.
Very high frequency flight training around here.. i go to one big academy,
there is another at the airport 10 miles away, and a few more up and down
the Florida coast. Add in some very busy (sometiems just rookie
themselves) Tower controllers... Lovely tricks like directing holdshort
AC
to taxi into position, then not delivering a TO clearance fast enough to
get
them off the ground before i land,

[snip]

Students landing slightly long and not being able to make the
normal turnoff, thereby extending time on the runway while i'm on short
final, all kinds of factors.


There's not necessarily any problem there. Under the right conditions there
can be more than one airplane using the runway at any given moment.

Steven P. McNicoll wrote:
"nooneimportant" wrote:

Students landing slightly long and not being able to make the
normal turnoff, thereby extending time on the runway while i'm on short
final, all kinds of factors.

There's not necessarily any problem there. Under the right conditions there
can be more than one airplane using the runway at any given moment.

True enough.

I think the most I've seen using one runway together is ten - but
the RAF Red Arrows (including the pilot of the reserve aeroplane)
know a thing or two about close-quarters flight ...

"Robert Briggs" wrote in message
...
Steven P. McNicoll wrote:
"nooneimportant" wrote:

Students landing slightly long and not being able to make the
normal turnoff, thereby extending time on the runway while i'm on
short
final, all kinds of factors.

There's not necessarily any problem there. Under the right conditions
there
can be more than one airplane using the runway at any given moment.

True enough.

I think the most I've seen using one runway together is ten - but
the RAF Red Arrows (including the pilot of the reserve aeroplane)
know a thing or two about close-quarters flight ...


If you think the only time more than one airplane can be using the runway at
any given moment is formation operations, you're mistaken.

"Steven P. McNicoll" wrote in message
hlink.net...

"Robert Briggs" wrote in message
...
Steven P. McNicoll wrote:
"nooneimportant" wrote:

Students landing slightly long and not being able to make the
normal turnoff, thereby extending time on the runway while i'm on
short
final, all kinds of factors.

There's not necessarily any problem there. Under the right conditions
there
can be more than one airplane using the runway at any given moment.

True enough.

I think the most I've seen using one runway together is ten - but
the RAF Red Arrows (including the pilot of the reserve aeroplane)
know a thing or two about close-quarters flight ...


If you think the only time more than one airplane can be using the runway
at
any given moment is formation operations, you're mistaken.



Then enlighten us, from what i've been taught and understand its a 1 at a
time deal, exception would be formation flights, some LAHSO, and
emergencies. Its also a policy at our school to not simultaneously use a
runway (either in cooperation with CFR14 or in addition to CFR14).

On Mon, 16 Aug 2004, Steven P. McNicoll wrote:


"Robert Briggs" wrote in message
...
Steven P. McNicoll wrote:
"nooneimportant" wrote:

Students landing slightly long and not being able to make the
normal turnoff, thereby extending time on the runway while i'm on
short
final, all kinds of factors.

There's not necessarily any problem there. Under the right conditions
there
can be more than one airplane using the runway at any given moment.

True enough.

I think the most I've seen using one runway together is ten - but
the RAF Red Arrows (including the pilot of the reserve aeroplane)
know a thing or two about close-quarters flight ...


If you think the only time more than one airplane can be using the runway at
any given moment is formation operations, you're mistaken.

I've seen - been part of, actually - three light a/c on one 7000ft runway
at a time. Not formation, but Tower issuing 'postion & hold' to one a/c on
the end, and two coming off intersecting taxiways ahead, while we all
waited for a 737 to get far enough away for wake turb clearance.

Then there's LASHO - the US seems to have much more restrictive regs about
this, because it seems quite routine here in Canada. CYYJ has three
runways, all intersecting, and LASHO and 'position and hold' for takeoff are
both used to get max. usage out of our layout.

Brian.
PP-ASEL/Night.

Steven P. McNicoll wrote:
Robert Briggs wrote:
Steven P. McNicoll wrote:

Under the right conditions there can be more than one airplane
using the runway at any given moment.

I think the most I've seen using one runway together is ten - but
the RAF Red Arrows (including the pilot of the reserve aeroplane)
know a thing or two about close-quarters flight ...

If you think the only time more than one airplane can be using the runway
at any given moment is formation operations, you're mistaken.

I don't think that at all: I simply said that (AFAICR) the Reds (and
*possibly* the Patrouille de France and/or the Frecce Tricolori) have
provided the maximum that I have seen.

AFAIK, our CAA doesn't approve of LAHSO, so I've not seen that form
of dual runway occupancy.

Apart from formation operations of one sort or another, I can't think
of any example which *I have seen* which wasn't of some "obviously
safe" type, such as "after the landing Cessna, line up ..."