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#31
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"Greg Farris" wrote in message
... The same thing happens at any major airport, changing to the other runway is quite a production. Yeah, I was a passenger on a commercial flight into Schiphol (Amsterdam) last year; the captain came onto the intercom to say: "We were second in line to land, and they just changed runways on us". Took us the best part of 15-20 minutes to muck about and get down. I have also seen airports where the apron and terminal are all the way on one end of the runway. In these cases pilots sometimesprefer to take a slight tailwind to land toward their destination, rather than have to taxi back. We used to see this a lot at Norwich (probably still do if they've reopened 04 - last time I flew there it was shut for maintenance). The main runway is 27/09, but we also have 04/22. The terminal is right at the starting end of 04 (in fact, there's a displaced threshold because the terminal building is in the way). So the smaller commercial aircraft, particularly those heading to Amsterdam, would often choose 04 if the wind was within limits, because it was only a 60-second taxi and a quick right turn instead of a drive around the airfield. D. |
#32
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On Wed, 05 Apr 2006 01:21:56 GMT, "Steven P. McNicoll"
wrote: Maverick: "Requesting permission for flyby." "Cleared for the option" All right, all right! I hear this all the time (well, I hear it sometimes) at PSM nearby. What does "cleared for the option" mean? Is it any whim on the part of the pilot in the pattern, like a touch&go? In other words, is it a way of saying "your request is approved"? (The problem, I suppose, is that with a handheld I didn't hear the request.) -- all the best, Dan Ford email: usenet AT danford DOT net Warbird's Forum: www.warbirdforum.com Piper Cub Forum: www.pipercubforum.com In Search of Lost Time: www.readingproust.com |
#33
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#34
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On Tue, 04 Apr 2006 14:15:24 -0400, Peter Clark
wrote: The local airport PSM has a single runway, with the SE end more or less pointing toward the small city nearby. I believe the "calm" status is defined as up to 7 knots (possibly 7 mph). So if the wind is blowing 7 knots or less, you take off to the NW. Perhaps your airfield has a like orientation and reason for taking off into the wind. With 11,300' of runway at sea level you could have a 20 knot tailwind and still not worry ![]() Indeed, I could land on the crosswise taxiways at Pease. (And of course I meant to say *with* the wind.) -- all the best, Dan Ford email: usenet AT danford DOT net Warbird's Forum: www.warbirdforum.com Piper Cub Forum: www.pipercubforum.com In Search of Lost Time: www.readingproust.com |
#35
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What does "cleared for the option" mean? Is it any whim on the part of
the pilot in the pattern, like a touch&go? It means the pilot can land to a full stop, or touch and go, or do a low approach to the runway ("peek and go?") without advising the controller which option he will pick. Otherwise, if you are cleard for (say) a touch and go, you are not cleared to do a full stop landing - you'd have to tell him you want a full stop and he would have to clear you for that. Jose -- Nothing takes longer than a shortcut. for Email, make the obvious change in the address. |
#36
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![]() David Cartwright wrote: "Newps" wrote in message ... Baloney. If you get a chance go to any big airport on a day with light winds. Most of these airports have preferred runways, landing in a particular direction is preferred by the controllers for any number of reasons. If the wind shifts to make that runway a tailwind, but it's only 5 knots or so, you will land with a tailwind or you will go somewhere else. Same as my previous example about the crosswind. Frankly, if a controller tells me I'm to land with a tailwind, he can get stuffed. That's fine. You land with the flow or you don't land. Your inability to handle a 5 knot tailwind is not my problem. Aside from the "hey, that fence is rushing at me quite quickly" factor, If a 5 knot tailwind does that to you, you are way too fast on final. you also have the issue of the extra strain it's putting on the tyres/landing gear because the ground speed is so much higher. Yep, 5 knots. A real tire buster. |
#37
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![]() Jose wrote: What does "cleared for the option" mean? Is it any whim on the part of the pilot in the pattern, like a touch&go? It means the pilot can land to a full stop, or touch and go, or do a low approach to the runway ("peek and go?") without advising the controller which option he will pick. As well as a stop and go. |
#38
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![]() "David Cartwright" wrote in message ... Frankly, if a controller tells me I'm to land with a tailwind, he can get stuffed. Aside from the "hey, that fence is rushing at me quite quickly" factor, you also have the issue of the extra strain it's putting on the tyres/landing gear because the ground speed is so much higher. So would you go somewhere else or land without a clearance? I've been a passenger in a light aircraft where the controller has insisted on the PIC using a particular (shortish) runway with a tailwind, though. Fortunately, the PIC was (a) a 14,000-hour veteran and (b) a stroppy, but polite old git. The discussion was an interesting one to hear, but the one-sentence summary goes something like: "You don't have a clue what you're saying, you don't have the performance documents or POH for this aircraft to hand, and you're not responsible for the safety of this aircraft; I am, though, so I'm going to do a visual approach to RWXX instead, and you can lump it. When we're safely on the ground, if you want to come and argue with me, that's fine". To the controller's credit, we sat and had a coffee with him later and both sides explained their point of view in a grown-up manner, and the controller went away with the understanding that if we'd landed with the tailwind, we stood a good chance of being in the hedge at the other end. Did he land without a clearance? |
#39
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![]() "Cub Driver" usenet AT danford DOT net wrote in message ... All right, all right! I hear this all the time (well, I hear it sometimes) at PSM nearby. What does "cleared for the option" mean? Is it any whim on the part of the pilot in the pattern, like a touch&go? In other words, is it a way of saying "your request is approved"? CLEARED FOR THE OPTION- ATC authorization for an aircraft to make a touch-and-go, low approach, missed approach, stop and go, or full stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student's performance under changing situations. |
#40
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The PIC can always say UNABLE, a magic word to controllers.
The controller cannot turn the whole airport around at a busy air carrier airport, there may be dozens of airplanes in trail for a hundred miles. But the PIC can usually work something out to get a more favorable runway within a reasonable time. It helps if you can fly your approach at higher speeds, nothing like getting a C172 at 62 knots on final to really slow the airport down. Don't accept a clearance you can't safely fly, and practice some non-standard operations to find out how to fly fast and slow down for the landing. Most POHs show landing distances with a tailwind, but you should understand that many pilots fly and land too fast and waste a lot of runway and have other landing problems [wheel barrow]. Tires have a speed limit, but that is usually not a problem on light aircraft. If you want to fly to a big, busy airport with noise problems, learn to deal with it. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "Steven P. McNicoll" wrote in message nk.net... | | "David Cartwright" wrote in message | ... | | Frankly, if a controller tells me I'm to land with a tailwind, he can get | stuffed. Aside from the "hey, that fence is rushing at me quite quickly" | factor, you also have the issue of the extra strain it's putting on the | tyres/landing gear because the ground speed is so much higher. | | | So would you go somewhere else or land without a clearance? | | | | I've been a passenger in a light aircraft where the controller has | insisted on the PIC using a particular (shortish) runway with a tailwind, | though. Fortunately, the PIC was (a) a 14,000-hour veteran and (b) a | stroppy, but polite old git. The discussion was an interesting one to | hear, but the one-sentence summary goes something like: "You don't have a | clue what you're saying, you don't have the performance documents or POH | for this aircraft to hand, and you're not responsible for the safety of | this aircraft; I am, though, so I'm going to do a visual approach to RWXX | instead, and you can lump it. When we're safely on the ground, if you want | to come and argue with me, that's fine". To the controller's credit, we | sat and had a coffee with him later and both sides explained their point | of view in a grown-up manner, and the controller went away with the | understanding that if we'd landed with the tailwind, we stood a good | chance of being in the hedge at the other end. | | | Did he land without a clearance? | | |
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