Runway Safety - Critical Difference
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- Опубликовано: 11 сен 2024
- In two separate incidents in February of 2014, the pilots of two different aircraft found themselves-through no fault of their own-in remarkably similar situations. Their reactions to those situations, however, were markedly different. Why?
Correction: the aircraft at 3:20 is a Cessna 206, not a Cessna 210.
This video is featured in our online course, Runway Safety. Take the course for free at www.aopa.org/l...
My CFI told me, "Always stop and look for traffic on final, even if you're, "Cleared for takeoff," or "Position and hold." You cannot undo death.
Hn
That should be the first item in your "before takeoff" checklist.
Me many years ago: private pilot building time for Commercial rating -- on long cross-country in a C150, had to relieve myself so I decided to land at a small uncontrolled airport. I flew over the field at 1500 agl to look for landing direction indicators, windsock, etc. and I called on Unicom every step of the way. I went out, made an entry leg, downwind, base leg, final approach, calling on Unicom every step of the way. So I'm actually flaring for landing when I see... also flaring for landing at the other end of the runway _landing downwind facing me head on_ ... some local pilot who just made a long low straight in approach _downwind_, no pattern, no radio calls, nothing.
Fortunately both of us had touched down "on the numbers" on our respective ends of the runway, nobody needed to go around, etc etc. I learned about flying from that: beware of local pilots who don't think standard operating procedures apply to them at their home airport.
I think it’s actually one of the videos on this channel - though maybe I read about it elsewhere - of an accident similar to that, and it turns out that the old pilot who was in error was transmitting on a wrong CTAF frequency that was changed years prior. Makes you shake your head.
At an uncontrolled field near me there is a sky blue aircraft with no radio.
The thing is like camouflage!
@@noonedude101 I've been flying for over 40 years, both when in the USAF and private single-engine rentals. Just MHO, but in this day and age with portable electronics and technology, having and using a radio ought to be a requirement. There is no justifiable reason not to.
People, please look left and right when you're about to cross a hold short line....clearance or not.
I was flying with my dad once, we were holding short watching a plane come in on VERY shot final. The plane looked a bit odd to me and I ask my dad if the planes gears were down. They were not. This was just a few seconds before touchdown and dad just keyed the radio and said "GEAR GEAR GEAR!"
The guy came within about 20 feet of the runway before he started climbing out. The pilot came on to thank my dad for the warning, and dad said, "Thank my 12 years old son." (this was a LONG time ago).
I think any pilot on short final that hears GEAR GEAR GEAR should not even hesitate to go around.
@NonyaBusiness! not sure how this would help. In case you forget, you forget. What really helps is a system reminding the pilot, for example when you fly below a certain altitude without landing gear.
In the Cessna 310 there’s a mirror attached the the left engine, that shows the nose gear at least
@@danielrose1392 just follow check list
As a student ATC in 1969 with the USAF, stationed at Keesler AFB, I was shaken by a pilot that had called in zero fuel and was inbound. I gave permission forgetting that I had moved another aircraft onto the active runway. Luckily it was inside the training facility and all that was lost was my ego
The best piece of advice I've ever received during training - always hold short of a runway with your nose turned towards the arrival end of it. Especially if you're in a high-wing aircraft - always make sure you have a good view of the final. Controller won't save you, only your awareness will.
My DPE later told me she always lines up and waits across the runway, not in position, in her Caravan. She never wants to turn her back towards the final.
I love the format of these videos....well constructed, informative, and entertaining....great job!
This reminds me when I did a mandatory motorcycle training course here in Australia required before you could get you license. And the instructor gave several examples where people were killed and they were "right, but dead right" i.e. they had a green light and somebody went through a red light and hit them. He said he survived 40 years as a motorcyclist through busy sydney commute by always assuming others would violate the traffic rules ...
Whenever I am on a motorcycle I assume everyone else wants to kill me. Almost learned that the hard way.
Some people are being hard on the Skywagon pilot in the first incident, perhaps unfairly. I don't know if he cleared to the right or not, but assuming he didn't because he taxied onto the runway is unfair. Sitting in the left seat of a high wing GA plane makes it extremely difficult to see something close and above you, especially to the right. Perhaps the pilot admitted to not looking somewhere that I haven't seen, but he may very well have looked and simply been unable to see anything because of aircraft structure.
perhaps, but still a valuable lesson.
I was taught in high wing plane to pivot the whole plane so I can get a good look for planes on final approach, before rolling out onto the runway.
I saw that at my local airport once - a guy doing 360-degree donuts to clear the area. Looked weird but I guess I shouldn’t fault anything for safety.
What could any well taught pilot not like about these videos. My dad was my flight instructor and taught me to look on our own personal runway in the country where there was no air traffic. But it's a very easy mistake to make. All airplane accidents are a series of mistakes and these videos can help prevent these. 👍 Great, great job on all of the ASI videos.
I consider myself a very safe private pilot, flying single Cessnas/Pipers. But I have to admit making a similar mistake decades ago while landing Dothan, AL. airport. Tower gave me clearance to land rwy 36 from a right base, but I turned and aligned on final to rwy 31 (now 32), tower caught error on final but told be to go ahead and land 31. I apologized and that was that, but it really shook me up. I was in a C172 or 150 and as I banked right for final and rolled out the runway thresholds temporarily disappeared due to high wing in bank. A look at airport diagram shows the two runway thresholds intersecting very close to each other which compounded the chance that I would make such mistake.
pete49327 hello, flying a C150. Way back, I was on a final for right 22, when out of NOWHERE, ANOTHER PLANE B FLEW UNDER ME nearly needed to change my undies, but told the tower to ABORT & go around, OH THANK YOU EVER SO MUCH, ME I have time & fuel, but I was told 2 different instructors saw what happened , and gave him a tongue lashing ! Cheers 🇺🇸🇺🇸🇺🇸🇺🇸
@NonyaBusiness! Absolutely! But what's scary is that I was familiar with the airport, having landed all the runways several times in past months. Overconfidence will bite you.
I'm a pilot; I understood the controllers here just fine. If you're a pilot and don't understand what the controllers are saying, it is *your legal responsibility* to ask them to clarify. I've done it, and I've heard plenty of others do it. So that is not any sort of explanation or excuse, despite what some here are saying. And regardless, these were clear instructions.
One thing I will say is that not every plane has landing lights that are easily visible in sunlight, and even if you scan approach carefully (and you have maybe 5 seconds to do this in reality), the chances that you're going to see the front cross-section of a plane coming towards you with no apparent vertical or horizontal motion is fairly low. So I wouldn't have even suggested that the first ground pilot in this video may have skipped that step. It's more likely that the aircraft coming towards him was just small, poorly lit and hard to see.
I don’t know about anyone else, but I trained out of an uncontrolled airport. The habit of looking up final every time, no matter where I am or the airspace has stuck. I don’t care if it’s a class bravo, or some uncontrolled field or anywhere in between, always check up final. Errors are made, people are human, people make better time on legs than they previously thought, and it’s critical to always check for landing traffic.
Just goes to show, situational awareness starts on the ground before you ever take off
Here is my analysis. The controllers *MUMBLE* and *TALK TOO FAST.* Most pilots pick up these terrible habits too. Frankly, *BY FAR* the most difficult aspect of getting my pilot license was understanding WTF controllers & pilots were saying, and often understanding what they're shorthand lingo was supposed to mean, and also their apparent presumption that every pilot in every airplane is intimately familiar with every airport they ever taxi, land or take-off at. Fortunately for me, my main (almost exclusive) interest is flying in and to locations in boonies and extreme boonies. So in practice I don't need to decode controller babble. Nonetheless, in the rare situation I need to fly into a "real" airport... I totally hate the communications practices that are standard and considered acceptable. As far as I am concerned, it is outrageous that such babble is considered acceptable and is accepted. In this video, in more cases than one, I could not even understand the aircraft IDs specified by the controllers, and that was the easier part of the messages.
BIG thumbs up! Much of ATC/pilot communications sound like they're auctioneers.
I've begun listening to ATC-live and yeah, it's bad. I can only imagine it's due to the standard of training. Using "voice" communications to orchestrate so much movement requires one to use brevity, standard vernacular, and PTT discipline. BUT damn, speak in a method where one can actually copy down and comprehend the transmission WHILE FLYING AN AIRPLANE.
Pilot here. The controller here has to be the fastest talking controller I have ever heard in my life, good God.
Reminds me of the teenage workers at Six Flags amusement parks. They spit out the safety paragraph when you’re on the ride so fast that not one person heard one word of it. Congrats, you said the required words, but use your head to understand that none of us have been on this ride before and have no idea what you said.
I totally agree, the second case controller speech is terrible, a great deal of the time controllers are NOT that busy or not busy at all, but they talk pretty fast anyway, I'm sure some of them think that way they sound so professional and cool, but it's bad habit that may lead to mistakes or misunderstandings.
I'm so glad to have a very basic knowledge of the radio comm lingo. Its much more rewarding to watch. Also to all pilots please fly safe. =)
These videos are so well done. Bravo AOPA! The Skywagon pilot is not without blame here. Really poor airmanship to not look at the approach end to see if there's anyone on final. My instructor mentioned this on my very first lesson.
At KTMB, one of the US's busiest executive/reliever airports, the controllers always add "NO DELAY" to departing aircraft TO clearances when the traffic is full; and often also extend downwind to aircraft in the traffic pattern
DarkHawk 317 we where once extended 15 miles west 😂
Part of the problem here is the habitual habit of US controllers to garble their words, slurr their words and machine gun their sentences. They seem to have this idea that everything is so dramatically hurried that they have to alter normal speech. SLOW DOWN. In the end it is more efficient and safer. And this includes waiting for CONFIRMATION from the pilot that he or she clearly understands what you are saying with a read back that, crucially, includes an emphatic confirmation of the EXACT runway the controller just slurred his speech to describe.
Non pilot here, I was thinking the same thing, these controllers seem to be in a race to utter each sentence as rapidly as possible and make no effort to enunciate critically important instructions, and this on a noisy staticky radio that can have lower clarity and audio fidelity than a cell phone, to a pilot in a noisy environment. I honestly don't think it takes that much more radio time to speak clearly.
Read my comment above. Totally agree. All that effort the industry spends on safety yet idiots garbling their words is widely accepted as safe.
ATC wasn’t part of the problem. Pilot heard the instructions, and read them back correctly.
So ATC wasn’t “part of the problem.”
If there’s a 28L, then there is a 28R. At this airport, 28L is much harder to see than 28R. Doesn’t matter.
ATC was not “part of the problem.”
🤦♂️🤦♂️🤦♂️
I'm not a pilot but, in my job as a school bus driver/trainer we always want to check the intersection for traffic, even with a green light, before entering it. This sounds similar. The taxiway and the runway is an intersection. Look both ways, make sure it's safe, then proceed. Even with a green light from the tower.
Pilots are just glorified bus drivers.
Except if the engine dies, pilots can't just pull over to the curb.
1549
I called that right away. Watched enough Stevo to know you check both ways before crossing the hold short bars
I sometimes wonder why ATC speak so very rapidly when vital, detail information is being given when no reason if this exists. It seems like some kind of show-off bravado to me.
Agreed, but the pilot did understand the ATCer.
So did that EZ call 9 miles out, when it was more like 3?
I was taught to always look, and so by habit, I always have.
*As pilots ... We trust ATC.*
*They not only "track" air traffic we can't, but they have a much better vantage point to "see" a pilot making an error than we do from the cockpit of an aircraft on the ground.*
*Though I highly commend the ATC in the 2nd scenario ... I give extreme props to the pilot of the aircraft on the ground for his ability to monitor radio traffic, as well as be visually observant where most of us would have likely been more focused on our own world inside of the cockpit, rather than the airspace outside.*
*That's the pilot I try to be.*
*But let's face reality ... All of us make mistakes. Sometimes, those mistakes are deadly.*
*Therefore ... Being 'situationally aware' in any scenario ... In or Out of any machine ... Is critical to your safety and survival.*
1. Always check the final approach path before taking the runway as well as in flight, before turning final. Controllers are fallible or may not have knowledge of errant traffic. 2. In the recent airliner incident at SFO, the pilot of the MD80 also said he did not see the four airliners on the runway, though he did make a query about seeing something. The mind set is that is the tower says you're cleared then it must be clear. If you're lined up with the wrong runway all bets are off. 3. Look at the airport diagram. Even the chart diagram would tell you the left rwy is offset to the west so you would be flying past 28R's threshold. A "no delay" instruction is used when there is known traffic on final ; there was no known landing traffic for the particular runways so there was no reason to rush the pilots. In fact, had the Skywagon been rushed it might have caused a collision.
Erik Wagner when did that incident happen at SFO? I want to read up on it.
Where verbal communication is so important, why is the speech often so unclear, being mumbled and clipped? Though brevity might be the standard to enable heavy workloads and to clear the air as soon as possible, there comes a point where it's self-defeating. Is there any usefulness for technical development so that common instructions could be simultaneously transmitted to a simple in-flight display as belt-and-braces confirmation, or would this pose too much danger in potential error?
I love the narrator’s voice !
The controller of the second incident needs to slow down when he talks.
duradim1 weird. I don’t even fly and I understood him.
@@allgrainbrewer10 There are no subtitles in a plane
robtk3 I was able to understand him without them.
@@allgrainbrewer10 I see. Great. You won’t die, so it’s ok? What about the other guy who doesn’t understand him? When he lands on your head, what are you going to say? “Well, at least ‘I’ understood him!” Oh no wait, forget that, you’re going to say “Aaaaaarrrrrghhh” as you fry in avgas and your harness welds you to your seat.
@@georgemorley1029 Maybe part of the pilots tests should include comprehension and listening abilities. That way the morons never get the chance to kill someone.
Before taking the runway check: Final, Flaps, Fuel and Fat (are you < max takeoff weight).
Similar thing happened to me yesterday. I was holding short of a runway at a non towered airport and matched radio traffic with the traffic on final. Was planning to take the runway right after he landed but a plane not on radio until the last minute did a straight in final and announced his short final. Not a incident though because I was keeping my eyes open.
"Sorry, my mistake"? What kind of answer is that? No excuse in controlled air space. you don't land, willy-nilly like that. I'm guessing this guy only flies in uncontrolled space and has no idea what he is doing.
There is usually an FAA report of such indicidents and thus the pilot takes responsibility by going on record (radio is recorded at ATC) that it was his mistake.
What do you want him to say after landing? 'Fuck, I'll reverse back into the air hang on' while he tries to take-off going backwards?...
Not a whole lot more he can say other than acknowledging his mistake and clearing up any possible doubt between ATC and other pilots too.
“Here lies the body of William Jay, Who died maintaining his right of way. He was right, dead right, as he sped along, But he's just as dead as if he were wrong.”
Mil pilot here who flies out of Montgomery on the weekends for fun. It gets EXTREMELY BUSY and the controllers at times talk very fast (which is usually required given the amount of student traffic in the pattern). Definitely not the airport to just pop into on a weekend.
And when you're on final, be ready to punch that throttle and go around if someone else decides they can't wait.
With eyes-n-ears open, always stay vigilant.
Keep the brain awake and alert.
What happens to the pilot who lands without clearance? Any disciplinary action?
Great lesson in “defensive flying”.
It’s funny. In emergency medicine we say you are only as good as your last shift (or patient). You can have 30 years of incredible clinical care behind you, but if you let down your vigilance for just one moment, 30 years of experience doesn’t protect you or your patient. It’s similar in flying. You can have 10,000 hours, but you still need to visually clear final approach before turning onto the runway each and every time. 10,000 hours does not protect you from the pilot mistakenly landing on runway10L instead of 10R.
My instructor miss read the runway to land. I notice he was lining up on a straight in on 29R and told him I thought the tower told us 29L. He called the tower asking again for what runway was to be used and they again said 29L.
The second ATC is really mumbly, not very clear.
I found it really hard to understand what he was saying.
they told me when i way doing my ppl 35 years ago .to LOOK out as you turn on to the runway .not to think its ok .if atc say so . but LOOK as well. use your eyes. do not go over the holding point line with out looking .do not take the atc word for it that it is ok with out LOOKING
Binge watching these!
Honestly on the incident involving 28L and 28R, the controller talked so fast, that I had to play the video a few times to understand he said 28L. I would have questioned him right off. Obviously the first pilot understood enough to do a correct read back, but apparently did not fix it in his brain it was 28L,so how well did he actually hear and understand? I call this the “parrot effect”!
Nonsense, easy to just bash ATC for 'talking too fast' which is how ATC works worldwide (with the exception of tower-less airstrips...).
Both ATC and the pilot clearly heard 28L, if the pilot is unable to both say '28L' and then land on 28L instead of 28R he is either drunk, high or otherwise unable to fly any aircraft.
If the pilot had said '..28R..' or '..28...' this could've been due to miscommunication but here the pilot knew he was to land at 28L, not 28R. There, the pilot and the pilot alone, made the mistake.
Totally agree. This is a widespread problem. The industry spends all that effort on safety just to keep ignoring the fact that they just accept people speaking unclear garbeling their words in acceptable but in all reality it's unsafe.
He read back 28L. He heard him. He just lined up on the wrong runway. At Montgomery 28L is a lot smaller and doesnt have a displaced threshold. You have to look for it. 28R is nice and wide and has big arrows pointing at it.
Loop, have another beer.
Pilot understood the instructions, and read the instructions back correctly. Case closed. (The pilot even acknowledged his mistake.)
Was cleared for landing on 27 at SAV once and on short final observed a US Air take the active. Announced my own ago around and flew right of centerline. Crickets from the tower. Lesson: Controllers make mistakes too. Verify, verify, verify.
May i ad my two cents? If i were the controller, knowing that the airplane already did a mistake but was clear, I wouldn’t call a go around at low altitude, I would instruct the waiting plane to hold position. Of course it’s only one view from someone that has never been a controller, only a pilot...
Good video thank you. Amazing how something so simple can be overlooked.
At a risk of sounding invincible, I’ve never understood how accidents/incidents happen where one airplane lands on top of another when one is right by the beginning of the runway. When you’re 100 feet up or so, don’t you look to see that the runway numbers match, and if an airplane is blocking them, doesn’t that ring a bell? And more than that, don’t you just take a quick general inventory of the entire environment, to include the windsock direction, smoke stack plumes, condition of the surface, the general airport geometry to ensure you’re at the correct airport, etc? Sorry, but I just don’t get how you never saw the airplane sitting or moving right at your target.
That's why they're called mistakes, if you did everything perfect none of this would ever happen, only mechanical issues would be the possible cause of accidents then...
I’m not a pilot but it is easy to see why the 207 pilot tried to land on 28R. Runway 28L didn’t appear to be a runway to me. It was much smaller and being his first time at that airport it was easy to see how that could happen.
While that's fair, isn't it weird that what you and the pilot thought was 28L didn't have another runway to the right of it (28R)?
I mean, if there is only one runway 28, then why call it Left? That should've woken the pilot up to his mistake, the fact that he was not seeing 28R on final.
If he would have just circled around to the other side...
i dont know what proper protocol is or whatever but i think that the second landing aircraft should have been allowed to land instead of going around because:
1. the aircraft trying to depart did not start going onto the runway because he saw the incoming plane
2. frankly, i dont trust him in the air, at all, the faster he gets down, the better for everyone
3. as many other videos of yours have shown, stress and confusion lead to deaths, and considering how that pilot went for the wrong runway, i do not trust him to keep a level head and go around and navigate again while being stressed and confused
4. you can help him realize his mistake and *not* do it again AFTER ensuring the safety of everyone at the airport, like my 2 other points indicate
Yeh but the controller didn't know if the ground plane saw him and was going to stop. Plus why take chances?
Both nice examples. One question if I may: On the second case rwy 28R had a displaced threshold. Is it correct to assume that the landing traffic was pointing towards the B intersection and the departing traffic was at A intersection? Thank you.
Always call out, "lights...camera...action...final is clear...runway XX verified" prior to every takeoff (controlled or uncontrolled)
im confused, when long EZ was told to report midfield wasnt that an approval to enter the patter mid-field ¿¿¿
When they call those numbers after the incident what is typically the outcome?
Consequences.
If you are Harrison Ford, nothing happens.
so ATC has no radar? it takes two to tango.
A long EZ is a lot harder to see than a Stationair...
When the ATC instructions are displayed on the screen, there is no problem in understanding them but only when from the reading them.
Does ATC respond differently to airline pilots versus private pilots in communications?
No, and here both pilots acknowledge the ATC instructions perfectly clear, just the first was a bit stupid to line up on '28L' and forget to notice that his '28-LEFT' missed the other runway to the right of it as it was 28R he was lined up for, no communication issue, just the pilot having a brainfart.
No data given to show the 2nd taking off pilot ever saw the landing traffic. The narrator is speculating . . .
Both cases shouldn't have involved aircraft taking off in front of others. Had the 206 pilot paid attention he would have seen the 210. I will always look at the final approach course and then the departure course is clear. Great video
Same here. Always look.
This is also the reason I'm not comfortable with 'Position And Hold'. Once in takeoff position, I can't see behind me for landing aircraft.
Fact, you can and should always look but you may not always see.
Some years ago, I was cleared for takeoff from Lincoln, NE; and I looked at another aircraft on short final. I told the tower that I would wait--clearly the fault of the tower controller.
Unless the landing aircraft wasn’t cleared to land.
🤦♂️
Its those long strait in apchs that can get you; i prefer over flight and reporting down wind do i can see everyone else...
Seeing stuff like this makes me glad I learned to fly in a Champ with no radio on a small airport you have to always use your eyes you can't rely on radio even now when flying with radios I look everywhere it just becomes instinct
The first incident is supposed to be at "Redmond" (RDM) not "Redmon".
+Jeff Lawson (bovine)
Is not that big of a deal, we still got the message.
If i would be about to land on a 28Left and there is no Runway besides i would think that there would be something wrong.
Agreed. If there’s a left, there is probably a right, or even a center. 🤪
My very first flight ever I was looking at final before taxiing onto the runway without anyone telling me. Isn't that obvious?
Only if your survival is of utmost priority.
From a non pilot standpoint, I can only say that this is a possible communication problem due to the speed of the ATC communications . Slow down, this is not a landing on an aircraft carrier where everything happens at that speed.
Disagree if a pilot is unsure at any time he should always ask atc to clarify When you get into large airport that are busy you have to move fast in order for traffic to flow.
Disagree as a pilot here because aviation phraseologies are very standardized and therefore quite easy to understand if you know what to expect. Plus a clarification and readback is always available. Radio time is valuable so keeping communication short and fast opens the channel up for more critical transmissions
As a pilot there was nothing rushed or unclear about the ATC comms to me.
Start flying and you'll understand what was being said. As a pilot, you know when you've received a landing clearance or a clearance in general, if you didn't understand it, then it's your responsibility to speak up for the correction. Also, as a CFI, myself, I teach my students to verify the runway is clear ANYTIME they're gonna land or even takeoff, as well as verify they have a landing clearance prior to touchdown (on final approach: Centerline check (lined up with correct runway), runway clear, cleared to land, windsock check).
I've been a pilot for several decades now, and have flown airliners since 1988. I had no difficulty understanding any of the controller transmissions and could see no evidence the pilots did either. They just didn't follow the directions they were given. If they were unsure what the controller wanted they need to ask for clarification, but they didn't.
Fast talking controllers can be a problem, but there's no evidence that was the case here.
I came up with a phrase with my CFI: trust and verify
Very nice
*Blames pilot cleared for takeoff for not doing a good enough vis-check even though he's at a controlled airport.
*Doesn't even mention the guy sitting up in a tower with a good 360 degree view, binoculars and radar who was supposed to be controlling aircraft.
So, you have worked ATC before?
@@sludge4125 Nope. Wanna address my argument now?
@@conorcorrigan765 No. Don’t think you know what I want.
I asked a question. You answered.
Wanna shut the heck up, now?
smh 🤦♂️🤦♂️🤦♂️🤦♂️🤦♂️
@@sludge4125 Not really. And there's literally nothing you can do about it so why don't you take a number, get in line, and kiss my ass?
"Those who haven't sin, cast the first stone"? Don't down yourself, we all make errors.
Sorry my mistake....
Trust but verify
Long ez pilot should not be flying
Folks, you need to listen up and look out the window. This is just down right careless. I've flown at MYF for 20 years. I'm sitting out on the launching pad ready to go. An MU-2 on very short with the gear still up. One saturday I'm ready to go out on the launching pad. The nose wheel on a 172 was completely bottomed out. I call the tower to let the 172 pilot know. The 172 pilot turned to look at me and says, what do you think I should??? How in the world do these wing nuts get so far in life.
I'm not a pilot but after listening to two dozen or more of these videos here ... the Joe-cool pilot and towers fast speaking
gunslinger like bravado and intonations are more difficult to hear and understand then necessary.
Simply slowing it way down and working on clear pronunciations would avoid so many missed messages or simple miscommunication.
The ATC in the second incident needs to find another career or get speech therapy. Absolutely disgusting way to speak on a radio.
You are not a pilot. We all know it.
@@sludge4125 Perhaps not a good one but retired 15 years ago.
@@petersmith8134 👍👍👍👍👍
Assume nothing.
@Air Safety Institute Before tossing blame around, even if your intent is only to do well by showing others what not to do, be fair and realistic. The first example is grossly unacceptable airmanship by the pilot of the Long-EZ, who should've aborted the landing IMMEDIATELY upon recognizing an incursion on the runway he mistakenly planned to land on. Period. End of story. Praising the pilot in the second example for holding is without merit. Upon which of two or more parallel runways an inbound aircraft will land isn't always possible to accurately discern by departing traffic, especially considering distance, difficult crosswinds, and busy airspace. Praising the departing pilot here is merely taking advantage of circumstances. You're subtly influencing your viewers to make a dangerous assumption that is likely not what you intended; e.g. to adopt the general mindset that one should always reserve some doubt a clearance, which is actually an explicit DIRECTIVE in lieu of other specific options.
If you aim to do actual good for the GA community, use your influence to place a (hopefully more carefully-worded) statement in standardized training materials: "You have no expectation that any controlling authority will reliably ensure that clearances and directives issued to other traffic will be followed properly by that traffic, so as not to conflict with a clearance issued to you." Because you have such a great influence over the community of experienced and inexperienced alike, it's your DUTY to do so in the best manner possible.
I don't understand your conclusion--one should always check for an out of position plane on short final before taking a runway, clearance or no clearance. If the plane is supposed to be there, ATC is supposed to say something like "cleared for takeoff, traffic is Cessna on short final for adjacent runway" or "traffic is Cessna on one mile final". You look and see what you're supposed to see--fine, go ahead and takeoff.
And yes it is appropriate to reject a clearance if something doesn't seem right (like a plane trying to land on the runway you were just cleared for).
Fast talking controller’s fault.
Zero percent ATC fault.
But, go ahead and explain yourself.
What a pair of lousy pilots
The second pilot on the ground was on his game, the first not so much. The first also sounds like a douche during his rant about the landing pilot flying over him. Big difference between guys like him and commercial pilots in this regard.
i dont know about you but i prefer not having landing gear in the back of my head
@@rustypotato1884 Agreed. Tire marks are so hard to get off the fuselage, especially if you're dead.
Assume nothing.