Maintaining professionalism at 11 pm...

I cancel once on the ground IFR (I have NEVER waited until getting to the gate), and VFR as soon as possible in compliance with the FOM.
 
Here's a twist-

Land at night after the tower is closed at KMHK and you might not be able to get a transmission out to Kansas City Center - the reception is bad. I think we had to relay through somebody else last time. Short taxi so we were parked before we had it done.

What then?
 
Firebird2XC said:
Here's a twist-

Land at night after the tower is closed at KMHK and you might not be able to get a transmission out to Kansas City Center - the reception is bad. I think we had to relay through somebody else last time. Short taxi so we were parked before we had it done.

What then?
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that's reasonable...but if you know someone else is waiting for the approach clearance, you can relay back through them...I recall doing that for someone.
 
jhugz said:
Operate as PIC for your aircraft how you see fit and I'll operate mine how I see fit. Will I go out of the way to help other aviators in the air? Absolutely, as long as I don't feel it will jeopardize the safety of my aircraft. Will I cancel IFR if the conditions are CAVU? Yes. Will I hold on to my IFR Clearance until I'm chalked on the ramp if the conditions are bad enough? Yes. What's safe for you may not be for me.
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This is rookie talk. I highly that many, if any, guys on hear would taxi all the way to the gate before cancelling their IFR clearace. IF this was standard practice at a lot of 121 carriers, I'd have a tough time adjusting to the 121 way a life.

I could slow up to 130kts 20 miles out going into CLT just because it's safer to fly at the speed, but it would really screw all of the jet coming in behind me. I usually cross the FAF at 215 or better so that they're not dragging it in behind me.

I make short approaches whenever practical because I fly boxes that don't get uncomfortable with them. Not only does it get me to the ramp faster, but it also frees up space for ATC. Plus it's fun being at 10,000 ft on downwind, turning a 3 mile base at 4000ft and be perfectly configured on final.:)

I'd never roll it all the way to the most convinient exit if it causes the guy behind me to have to think about going around.

And some of you guys want to complain about why SWA getting preferential treatment over you?
 
Firebird2XC said:
Here's a twist-

Land at night after the tower is closed at KMHK and you might not be able to get a transmission out to Kansas City Center - the reception is bad. I think we had to relay through somebody else last time. Short taxi so we were parked before we had it done.

What then?
Click to expand...

I don't have a problem with that. I've actually had to land, hop on my cell, and try to find a number to call to cancel once! Luckily there wasn't anyone flying into there behind me that day!
 
Firebird2XC said:
Here's a twist-

Land at night after the tower is closed at KMHK and you might not be able to get a transmission out to Kansas City Center - the reception is bad. I think we had to relay through somebody else last time. Short taxi so we were parked before we had it done.

What then?
Click to expand...

Not at all reasonable I say. You should have taken back off and canceled. You are screwing us all!
 
Bumblebee said:
that's reasonable...but if you know someone else is waiting for the approach clearance, you can relay back through them...I recall doing that for someone.
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Almost like a rubber-band clearance for the next inbound, then. That'd work. Fortunately in our case, nobody else was around that cared. Just one of those 'what-ifs'.
 
I've cancelled via cellphone clear of the runway and unable to reach center on the radio (when I knew there was someone behind me). I'm still dumbfounded that anyone would deliberately not cancel when clear. Excuses seem beyond flimsy.
 
jhugz said:
Operate as PIC for your aircraft how you see fit and I'll operate mine how I see fit. Will I go out of the way to help other aviators in the air? Absolutely, as long as I don't feel it will jeopardize the safety of my aircraft. Will I cancel IFR if the conditions are CAVU? Yes. Will I hold on to my IFR Clearance until I'm chalked on the ramp if the conditions are bad enough? Yes. What's safe for you may not be for me.
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Thats just silly talk James. 91.113(g). Your on the ground. #1, you are no longer IFR, ITR(Inst. Taxi Rules) maybe?. Nah. If it was that bad, you probably just broke regs (RVR to land is probably higher than what is required to taxi safely in a non-towered environment). You no longer need ATC's services. Plus, if you are flying pax or cargo, there will be someone there to see you hit the snow bank. There may be no one there to see you hit the mountain.

It's not a matter of me going out of my way to screw my fellow aviator but I wouldn't feel any guilt for the guy behind me. If you can't You need to wait another 5 minutes up in the air? Deal w/ it.because of icing then declare an emergency and do what you need to do. Otherwise relax and enjoy the scenic tour of the 270 Radial yet again.
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We both know that declaring will not get you cart-blanch to do whatever you want with out facing certificate action.


Make your own decisions and operate the aircraft however you feel comfortable operating it. This whole your a bad pilot because you can't talk and taxi game is getting old.
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Then bring the plane to a stop. I'd rather you do that for me than keep me in the air even if I wasn't picking up ice. Maybe I have to pee really bad!

Did I ever say how much I hate these technique threads? Yet I still keep coming back. I'm an addict. :crazy:[/QUOTE]

You too eh?:)
 
This below.

Post 31 on Page 2.

Enough said.

Man, you guys like to go round and round over nothing......

MikeD said:
Here's my take, take it for what its worth.

We all have to co-exist out there. GA/ 14 CFR 91 as well as Air Carrier/ 14 CFR 121. The 121 guy is the one with the more restrictive set of regulations, both federal as well as company.

To me, IF the following conditions are met, then an air carrier flight could potentially cancel IFR once safely on the deck at their destination, or at a time determined by the Capt to be safe to cancel:

A. Do the Opspecs allow it?

if so, then,

B. Are the prevailing conditions (flight/ground/wx) safe enough to allow it?

If the above are met with a Yes, then I don't see why a Capt couldn't make his own determination to cancel his IFR if he knows he may be delaying departures/arrivals due to it. He wouldn't have to or be forced to, mind you; however if being a good neighbor with other air carrier, or in this case GA, is covered by A & B above, then why not do it? Again, it's the Capt's call.

This all said, the inverse is true too. A GA aircraft inbound in similar conditions, while not bound by an OpsSpecs (talking the average GA plane and operation here), if the pilot feels conditions allow him to cancel his clearance at some point prior to landing, or after landing, then it'd be common courtesy to thy neighbor to do so, whether said neighbor is an air carrier waiting to shoot an approach, or another GA. The PIC, just like the aforementioned air carrier pilot, doesn't have to, but the same courtesy applies.

BL is, we all have to co-exist.
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dasleben said:
You can't use your own argument to prove your own argument. ;)
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This is like Terminator Two where you're thinking:

"But if... and iff... but who... Umm, whaaaaa?!"

at the storyline! :)

MikeD is John Conner.
 
SurferLucas said:
What was the holding fix there? Was it KNEES?

It seemed that we always did Captain Monitored Approaches at ACV...have the poor FO fly all the way down to 1800RVR only to have the Captain bounce the landing and blame the FO.
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Yep it was KNEES. It is over this tiny strip Kneeland. Our first option was supposed to be Eureka (EKA), the second option was Arcata, and the third option was Kneeland. It was only 2000ft some odd feet long and a little wider than a golf cart path. It required special training to fly into and only the Beech 99 was allowed to go into there. Chieftan couldn't even do it due to another company running one of the end of the runway, off a cliff, and into a valley. It was always VFR up there, but I wasn't qualified to do it...thankfully.:)
 
Right that lil airport was like an aircraft carrier sticking out of the soup;) I could have stopped the bro there but they'd have had to strip it down or truck it out:)
 
TFaudree_ERAU said:
I love 91 flying.

-Pick up the outbound IFR when you're 20 miles from the airport
-Shoot an approach to minimums
-Land and cancel IFR on the roll out.
-Set takeoff flaps instead of flaps up on the taxi in so you save a little wear and tear on the flap motor
-Three minute quick turn; go inside, grab the passenger, throw the person and bags in the airplane
-Call for release while you're running the checklist on the taxi out
-Airborne again 5 minutes after you landed.

All the while, the line guy is still standing on the ramp trying to figure out WTF is going on.
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Don't forget while doing the 3 minute turn around, the engines are still running.

Haha, we do all of that same stuff. We also depart VFR a lot and just pick up our clearance on the road if the weather is decent. It worked well about a month ago in Washington Center airspace. Due to a radar outage and a B1900 departing in front of us. We would have to wait at least 10 minutes or so before being released. We just went VFR, passed the B1900, and cruised @ 16.5 until we got to the Indy Center border and picked up our IFR. Worked pretty slick.

This thread has been pretty enjoyable...
 
what with cmill throwing his little punches at 121 guys and Mark talking about keeping an IFR clearance to the gate because he might slide off a taxiway and burst into flames (oh come on), this thread has irritated me. I was a 121 captain and we took pride in making the system work for all of us (pilots). Going into those remote airports out there, we were on our own and it was critical that we helped each other...and.... just because mr Alaska bush pilot hasn't had his ass handed to him yet, he certainly has the right attitude for it....hopefully he'll survive it.

I am no big wig pilot...I can fly, but I am still an adolescent pilot. I have a lot to learn, so does Seggy and so does cmill... lets not even get into some of the flight instructors who really have no idea what they're talking about here, so lets stop smacking each other around OK?

just a little hangar talk kiddos...
 
Bumblebee said:
what with cmill throwing his little punches at 121 guys and Mark talking about keeping an IFR clearance to the gate because he might slide off a taxiway and burst into flames (oh come on), this thread has irritated me. I was a 121 captain and we took pride in making the system work for all of us (pilots). Going into those remote airports out there, we were on our own and it was critical that we helped each other...and.... just because mr Alaska bush pilot hasn't had his ass handed to him yet, he certainly has the right attitude for it....hopefully he'll survive it.

I am no big wig pilot...I can fly, but I am still an adolescent pilot. I have a lot to learn, so does Seggy and so does cmill... lets not even get into some of the flight instructors who really have no idea what they're talking about here, so lets stop smacking each other around OK?

just a little hangar talk kiddos...
Click to expand...

I have nothing to learn. I mastered Aeronca Chiefs and Champs. I know you weren't talking to me. And, for the record, if any of the airplanes I had mastered had electrical systems, instruments, or radios, I would have cancelled IFR with the airport in sight.
 
WacoFan said:
And, for the record, if any of the airplanes I had mastered had electrical systems, instruments, or radios, I would have cancelled IFR with the airport in sight.
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how do you cancel your IFR clearance without a radio...you don't so that's understandable.:insane:
 
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