201er

I’ve been flying my Mooney over 12 years and haven’t had an issue with FBOs moving my plane during the occasional trip. Sometimes I mention the limited turn radius or ask them not to tow. Other times I show up and they towed unexpectedly and I didn’t get to say a word. I don’t have any signs or go to the lengths some do. Whenever I mention it to the line guys, they say “yeah, we’ve had a Mooney before so we are aware and will make very shallow turns”. Awareness does seem pretty good at FBOs because you guys raise such a stink about it. I do usually check the gear after being moved at an FBO. Sometimes I’ll take pictures of the gear truss when I shut down if I think the place is sketchy or going to move it a lot. I wonder if folks with signs, locks, emailing FBOs, or going through the other lengths have had prior damage leading them to that, unreasonably paranoid, or justifiably paranoid because it’s a common occurrence.

A lot of concerns posted about FBO towing a Mooney and I know it happens. But how common is it really? Have you had damage? Who caused it? Did you warn them about towing limits or have a sign? Who ended up paying?

There used to be an option to let participants change their vote. I'm all for that but for some reason I can't find that option. Does someone know how to activate that or is it gone for good?

I'll use a different variation of "last call" at my home field from time to time and that is "switching Newark." I hear the helicopters do it all the time. We are about 1-4nm outside Newark tower airspace depending on which direction you're going. And vertically, the traffic pattern is at the boundary of bravo airspace above. So if you want to go in 2 out of 4 directions or up, you gotta negotiate a bravo clearance while possibly still in the uncontrolled pattern. When announcing "switching Newark", it's letting local traffic know you will neither be reporting further or hearing their announcements but you will also be moving into airspace they can't go into momentarily.

Sure, I'm "uncomfortable" sharing the sky with anyone at all from any distance I can see them. However, that doesn't constitute a "close call" or "a scary story you tell for weeks/months/years after". I kind of doubt anyone has a scary story they recall from years ago of another GA sized plane passing a shocking 1, 2, or 3 nautical miles away from them! You're closer to other planes every day in the traffic pattern. Heck, the FISK arrival at OSH puts you 1/2 mile in trail. Uncomfortable? Yes. Memorable? Sure. Requiring a change of clothes? I don't think so. 91.111 Operating near other aircraft. (a) No person may operate an aircraft so close to another aircraft as to create a collision hazard. I don't think from a mile away you could argue there's a collision hazard. Only the potential for a collision hazard. At the same time, it may be more than 120-525 feet where you can read 12" letters that is a collision hazard. At a 300 knot max closing speed, that's 12 seconds for a direct head on from 1nm apart. However, it's almost never head on at same altitude at cruising speed. So that's 18 seconds at pattern altitude if both planes are going 100 ktas. So it works out that you need about 500-3000ft of horizontal separation (when you have 0 vertical) to have around 10 seconds to see and avoid another airplane in most circumstances like in the pattern or a not head on convergence at cruise. None of those options were represented so it's no wonder most had to vote for the same option because it is closer to representing their point than the other extreme but still quite far off.

I believe I set it to multiple choice because it's not one or the other unless you say never. Probably your second definition of conflict where you had to take some kind of action and it's bordering on unreasonable. Those who've had a midair probably aren't around to vote about it. Yeah, not using the radio as far as you can tell (assuming you are certain you were on the right right frequency because you heard other traffic and they heard you). "I was in a radio equipped plane causing it" might involve beautifully announcing every intention just to later learn you were on the wrong frequency or your headset mic cord wasn't plugged in. Having a windscreen full of airplane and cursing the idiot off for not listening to your announcements turns into regret when you later learn of your own mistake.

Have you had traffic conflicts, particularly at uncontrolled airport traffic patterns, caused by lack of communication? Would radio communication have prevented the conflict? Was the conflict with an airplane that doesn't have radios or an airplane that has them but wasn't using them (or wasn't using properly)?

So you think this guy shouldn't be flying because he doesn't bother using the radio?

1nm is about the width of the Hudson River and we fly opposite direction same altitude that far apart and it is a daily non-event. Definitely not a wet your pants, talk about it in a decade type of event. On the other hand reading their N number is actually too close. Says that 12” letters can be seen from 120-525 feet. Where are the poll choices for distances like 500, 1000, 2000 feet? That’s the difference most of us would diverge on based on personal levels, not miles.

I didn’t like the choices of the poll. Anything measured in nautical miles or hundreds of feet is hardly a “close call”. 3nm is about the farthest you can even spot GA traffic as a dot. 1nm you can tell if they’re a high wing or low wing. It’s somewhere between reading the N number and 1nm that qualifies as a close call but it’s hard to put a measurement on it.

Mine picked up about 8 knots after new paint. However, it was a combination of new windows, body filler, badly damaged paint on leading edges before, and other pre-paint maintenance that happened in conjunction. The windshield cap strip was wavy and sticking up. Put on a new one when the windshield was replaced. Got the A pillar flush with the door. Had the windows, gear doors, and a bunch of prep work done by Byron @jetdriven So it’s not just the paint but all the things you get taken care of when doing paint. But in the end, I go a noticeable 5-8 knots. Since paint I typically cruise 155ktas while before it was about 148-150. I now have to reduce to 21 squared on downwind to get below gear speed while before it was 22. Doesn’t just look faster

Do skydivers have radios? Do drones have radios? Do birds have radios? No amount of radios can guarantee everyone is on the same frequency, with their volume up, with their radio operable, actually listening, actually comprehending, actually knowing their location, actually conveying the right information, not being blocked by another transmission, etc… See and avoid is something everyone has, comes for free, and works virtually every time. That is why it is mandated while radios are not. § 91.113(b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. 91.111 Operating near other aircraft. (a) No person may operate an aircraft so close to another aircraft as to create a collision hazard.

I’ve filed NASA reports for most of the more alarming ones.

Here’s one unapproved CTAF communication I consider beneficial. AC90-66C says not to say your sequence. I sometimes say it and I particularly appreciate it when others do because it verifies to me they know they are behind me. It’s way more freaky when someone behind makes all their calls without a single mention of me. Makes me wonder if they have their volume down or missed all my calls. Especially if they are calling base immediately after I do. I’ll say something like “Mooney left base 36 number 2 behind the Cessna” Hearing “Bonanza left downwind 36 number 3 behind the Mooney” gives me some assurance the guy behind sees me or is at least aware that I was forced to fly my base a million miles out because of the slow poke ahead of me and isn’t going to cut base leg inside of me! And it helps to know he understands to turn behind a Mononey rather than turn base as soon as he sees the Cessna on final. So I’m not really sure why the AC is against it or what argument (other than congestion) there is not to mention position. But, I find it useful and less stressful when it is acknowledged.

Basically I won’t deliberately launch or land with a discernible tailwind. I voted 4 knots but it could just as well be 2 or 3. If the windsock is more than drooped down for calm wind, if the AWOS is reporting a direction and strength, if I know the winds aloft are from the same direction and also a tailwind, I would rather just taxi to the proper runway. Wind calm but with the sock pointing tailwind is the one I wouldn’t taxi to the other end for or when the sock is slowly bouncing around different directions. Once the wind is enough to be clear where it coming from, I’d rather taxi and takeoff into the wind. Just a 4 knot tailwind is 8 knots higher ground speed compared to landing the other way! Even if not dangerous, that’s more wear on tires, brakes, and landing gear. But we also don’t get much practice or experience with tailwinds so it’s another risk factor. Doing a go-around with a tailwind can be quite hazardous. The wind reported on the ground might be a slight tailwind but in the air, the obstacles can be coming up quick with stronger winds.

How much tailwind are you willing to accept in a Mooney for takeoff and for landing? Let's say you are parked at one end where a tailwind takeoff or landing is super close but would require a long taxi to the other end for a headwind. I understand runway length, airport elevation, crosswind component, gusts, and other factors can come into play. But strictly speaking for a direct steady tailwind at a moderate length runway with moderate departure obstacles, how much tailwind would you accept to avoid a long taxi to the other end?

By that logic, just announce that your downwind, base, and final to the big black runway with white lines that you're not presently on lest you confuse someone

I still don’t understand on the persistence of calling it anything but the runway number you’d been calling it all throughout the pattern. To make a point, suppose I landed at KCHD when the tower is closed, I would announce as follows: “Chandler traffic, Mooney N123 clear of 22 left at Lima, taxiing across 22 right Chandler.” ”Chandler traffic, Mooney N123 clear of 22 right at Lima, taxiing Alpha Mike to the pump, Chandler”

In the newest revision of AC90-66C, they still haven't changed their stance on "active runway" or "any traffic please advise"

While we're at it looking at AC 90-66B, it actually specifies the word "active" as unapproved. Also "any traffic please advise" is strictly forbidden:

So, no GTN 750, G5s, sloped windshield, or sabremech cowl mod?

so which is it?

Do you commonly fly straight in finals at untowered airports? Do you do this all the time, traffic permitting, or never? What kind of pattern entry do you fly if you are oriented for a straight in final? What do you do if you are toward the end of downwind or already on base when conflicting traffic suddenly appears on final? Do you try to get ahead, behind, or get out of pattern all together? Do you get into arguments about this or say something about it on the radio?

Per the FAA, “Most midair collisions occur in VFR weather conditions during weekend daylight hours. The vast majority of accidents occurred at or near uncontrolled airports and at altitudes below 1000 feet."

At my home field my clearing call is usually "clear of niner at delta, taxiing alpha echo to the ramp". We have a lot of helicopters doing midfield departures or landing on the taxiway. Communication is great but it has to be concise and specific. "clear of the active" or "clear of the runway" is 4 words to say 1 thing "clear." At least saying "clear of three six" is 4 words to say 2 useful things!