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[Boris Badenov]

Company SOP is to subtract 10kts from the flap speeds in order to avoid damage from "those cowboy freight pilots".

To be fair, I think they sort of have a point on this one. I've flown with lots of dudes who think "200" means "205 or so". I know I'm rumored to be the rootinist tootinist cowboy of the bunch, but I try to respect the numbers. At least if anyone is watching!

 

[TallFlyer]

I've got experience at two different places up here on the Van, one reduced Vfe to 125, the other to 140.

To the controllers and others, is a combination short approach + long landing ("short & long") anything you're familiar with? What I mean by that is being on downwind and turning base long before the end of the runway, sometimes even midfield. Seems very common up here at certain airports if you're flying a single.

 

[FM_Weasel]

I've got experience at two different places up here on the Van, one reduced Vfe to 125, the other to 140.

To the controllers and others, is a combination short approach + long landing ("short & long") anything you're familiar with? What I mean by that is being on downwind and turning base long before the end of the runway, sometimes even midfield. Seems very common up here at certain airports if you're flying a single.

Sounds helpful to me unless there's departure separation I'm worried about. If the sole concern is getting you in front of someone on final, then what you're saying sound very beneficial. Anything to reduce the amount of time you're occupying the final/runway at your slowest speeds.

There's no prescribed way for me to ask something like that of a pilot though, and I certainly wouldn't. But if I say "make short approach" and exchange traffic information that makes it obvious it's a tight operation, I've found that pilots tend to help me out quite a bit.

 

[minitour]

To be fair, I think they sort of have a point on this one. I've flown with lots of dudes who think "200" means "205 or so". I know I'm rumored to be the rootinist tootinist cowboy of the bunch, but I try to respect the numbers. At least if anyone is watching!

We've got one of those guys here.

-mini

 

[ntbjounin]

I was flying into RIC in a 172 and landing to the north. I think it's Signature on the north end, or some jet center? It's the FBO right next to the FAA. Well, anyway, he needed me to clear quickly, so i made the first turnout, and had a long taxi. Too bad I wasnt using Million Air, it's on the south end. 2 days later I came in in a 152 landing north again. When I was on final, they asked where I was parking. I told them, and they said long landing approved without me asking. I touched down on the thousand foot markers (on the far end!). Then of course I had to add power to taxi to the end of the runway... that 152 can go SLOW!.

that was fun!

 

[avi8tor1983]

Company SOP is to subtract 10kts from the flap speeds in order to avoid damage from "those cowboy freight pilots".


Personally I don't bother with flaps in that scenerio. Just let the 8 foot speed brake on the nose slow you down to 80 or so and roll to the end.

Just throw it into BETA, that will slow ya down right quick!

Also my first couple weeks here I used the minus ten rule but the plane kept popping the Flap CB when I'd throw in 10 degrees at 165. So I just use the prop, 10 degrees at 140, 20 at 125. Works fine. Gotta love that canoe paddle up front.

 

[Juliet Lima]

land the plane first...then exit.

it's obvious what is normal. if you float it 6,000 feet to exit at the end at your ramp, it's obvious. get down and get exited if expected. however, if i know exactly what you want..either by experience or by a "heads up" then i'd be much more accommodating.

just because u exit a runway, doesn't mean ground control needs to issue you taxi instructions.

i've seen many a times a situation that a pilot worried about himself only and landed long, so as to exit as his ramp. it screwed the aircraft behind him because of the long runway occupation time. the ground controller made the exiting aircraft wait on the the taxi back. it's totally legal to hold a taxiing aircraft.