I noted a common thread in all these annoyances and it is that they cause some kind of damage to someone…but for one case that stands out and which makes me guilty as charged:
People turning into wind for engine checks, doing a 180 to do that and then doing another 180 to get to the runway
When talking of a SEP/MEP I know exactly what benefits this brings (and disagree that they are negligible, depending on ac type and wind) but I cant think of the alleged damage to the aircraft waiting behind…what is it supposed to be?
The pilots from the nearby RAF flying club who EVERY fine weekend practice their aeros over the village where I live.
So many of the reasons posted are so valid… and so pointless. So much of GA just goes around damaging itself for no good reason.
Antonio – this is the holding point at Shoreham. Ignore the cars (the google maps image was taken during the airshow, I believe) but look at the size of that plane which is probably a PA28 or some such, and imagine it trying to do a 360 in the available space
The turning around doesn’t do damage but it means that when one plane is seen to be facing “backwards” there, others cannot move forward to the wider area and do their engine checks. In 2011 I failed the “170A pre-test IR test” partly because I didn’t follow this practice.
I agree about the “third country” being a strange title. It is IMHO intended to show the moral superiority of Europe over the by far most likely candidate for the description which is the US, within the context of the anti N-reg regulation.
Michael_J wrote:
Enroute charges for a six seat non turbo charged non pressurized light twin with a MTOW at 2360 kg.
Enroute charges when smaller aircraft are arbitrarily excluded… :)
And the pessimism of so many pilots. Being rightly cautious does not have to make us quite so negative. This is meant to be fun right?
Antonio wrote:
When talking of a SEP/MEP I know exactly what benefits this brings (and disagree that they are negligible, depending on ac type and wind)
Then please enlighten us. Apart from turning slightly aside when there are aircraft behind me to avoid hitting them with propwash, I have never been taught, nor practised, nor being checked turning into the wind for the run-up. I have only at very few occasions seen other pilots do this — and never anyone make a 360!
Airborne_Again wrote:
turning into the wind for the run-up
There are multiple factors, but they are all dependant on aircraft type, location and condition of the runup area and its surroundings as well as predominant wind conditions.
My main goals are, not necessarily in order of importance:
1-Ensure even engine cooling (cyls and oil)
2-Minimize stress on the airframe incl flight controls
3-Minimize impact to surrounding sensitive aircraft/property/persons
4-Minimize stress on pax aboard
All of the below is of course more relevant in 20kts wind than 5 kts winds, and depends on wind direction relative to the runup area.
On 1), cooling, I have seen aircraft that do not care, and aircraft that have a big difference in oil cooling depending on orientation. Our 210 is significantly affected. On a warm day it will make all the difference in T/O oil temp. CHT is less affected but also noticeable. Further more, even if indicated CHT is reasonable, downdraft aircooled cylinders need a positive airflow for a even temperature around the cylinder. Quite a few aircraft have zero or no downdraft cooling with a 20KT tailwind at say 1500RPM. You can tell because closing the cowl flaps makes no change to CHT (again 210 as example). I seem to recall CFO did a check on C177’s and it did not seem so relevant on the type.
On 2) In winds of 15KTS and higher, flight controls tend to move unless lined up with the wind. When throttling up for the runup with a tailwind, the relative wind on the controls can get very turbulent and reverse the flow with abrupt control and airframe movement unless held firmly. Sometimes I need a third hand to be safe and ask the help of a copilot during the runup. This is nothing to worry about if in a headwind.
On 3) I am usually very careful with surrounding aircraft and people. At airfields with sensitive areas near the runup this is especially important. See below examples where I often do a 270 turn for lineup to avoid propwash on people and gliders near runway threshold at Fayence and Bagneres de Luchon:
On 4) especially high wing aircraft rock a bit in a crosswind causing uneaseness on pax while you wait at he hold, in a 30 kt headwind they do not usually notice much
Antonio wrote:
1-Ensure even engine cooling (cyls and oil)
I don’t see how a 10-20 second runup can cause dangerous engine temperatures. It’s not like you’re anywhere near full power on runup,
I agree, if you can ensure it is going to be 20 secs. You can’t always ensure it is limited to 20 secs. The subsequent time holding at low power also counts.
The other factors also count: why do the run up with a rocking and shaking aircraft and controls when you can do a smooth one into the wind?
Most irritating? Bad weather at weekends.
Most irritating? Gliding with strong thermals and cloud streets near London class A airspace (UK only)
