Scudrunners

I am a big proponent of the idea that until the wheels touch and in some cases shortly after you can still overshoot/go around.

That is no always true. There must still be one way fields in use.

Here is a video of Hastings Field. I believe it is closed now but used to be opened to the public. Pretty sporty if you ask me. I had even heard of a gentleman that had a problem landing there once.

Discuss.

There is something called "pilot skill".  This is an
antiquated 20th century aviation idea that a pilot
should actually be a "good stick", which Rockie on
AvCan says is stupid.

Until someone is a "good stick" with "pilot skill"
they should avoid one-way runways.

This is not an unprecedented concept.  Generally,
learner's permits for automobiles, motorcycles and
aircraft will prohibit operation during challenging
circumstances, for good reason.

Today's pilots, hand flying, might struggle with
controlling their airspeed +/- 20 knots.  Let's not
even talk about putting the aircraft on the runway
centerline, and not the correct descent angle unless
by sheer happy accident. 

These pilots should always be prepared to go around.

These "new age" 21st century pilots, clutching their
precious checklists, regardless of hours, qualifications
or white shirts, should not be attempting [i]any[/i] challenging
flying.  They are not too bright and require special
needs training for anything different or new.

Not to worry. I only posted this for discussion. I was not planning to go to any one way runways. I hope I did not lead you to think I might be.

This morning I was looking online at various spots. Preferably with parking near a river....
I was also viewing lots on Pender Island

Then I was wondering about the airstrip there.

I knew about Henderson Field because the wife and I once were looking at properties in the gulf islands of British Columbia. I was fully intending to use Henderson Field then, many years ago. I may have been wrong but at the time I believed I was probably skilled enough to go. Even though I still believed in the idea of "You can always go around." for normal airports. I was reasonably proficient at short field landings back then.

I hope + / - 20 knots is an exaggeration. I would bet $20 I could fly tighter than that right now. I'll even tattle on myself shamefully if I seem to be that sloppy next time I fly.

Plenty of airports around the world that can be challenging under certain conditions. Any airport can become a one way strip if there's a huge CB sitting at the departure end (happens a lot in the tropics).

Even on a one way strip there will be a point where you have to decide whether to continue or go-around. Difficult to judge in the previous video but it looks like a climbing left turn will work until about halfway across the first open field. Otherwise a climbing left turn at the shoreline appears to be OK as well. Familiarity with a strip and the local conditions helps a lot - however there is a risk of becoming complacent.

Difficult airports aren't confined to small aircraft.

I used to go to some interesting places with the 737:-

Calvi (LFKC/CLY)  - not a true one way strip but we couldn't take-off on Rwy 18.

Madeira/Funchal (LPMA/FNC) - should be some videos of the old airport online somewhere. Strict wind limits and touchdown limits. You needed to go here in the Simulator first before getting approval to operate in or out. New airport is a big improvement although the videos from there are still pretty spectacular.

Skiathos (LGSK/JSI) Short runway. Plenty of videos online. I've landed downhill with the 737. Correct speed and correct touchdown point are essential.

Heraklion/Kerkira/Rhodos/Samos all had their challenges - all 3 Dutch Charter Airlines damaged aircraft landing at Heraklion in the late 90s.

Always fun when we got people in from the Airline World of long runways with ILS and let them try the Greek Islands. Quite a shock for them!

On the A340:-

Mt Pleasant (EGYP/MPN) can get some very nasty wind rotors. The company was quite happy to dispatch us with a forecast wind of 65 knots at 90 degrees to the runway axis on arrival. We delayed 24h instead.

Kangerlussuaq BGSF/SFJ located at the end of a fjord. Land Rwy 09 Depart Rwy 27. No departure procedure off Rwy 09. Looks like you could circle for Rwy 27 if the weather was good enough and you were familiar with the airport.

[youtube][/youtube]

Imagine - a professional pilot [i]actually being required[/i] to precisely fly an aircraft!

Clearly special needs training is required for such a novel occasion.

It's worth remembering that the clowns landing on runway 25/07 at
Ottawa ran off it so many times, they had to extend it.  Now there's
a challenging airport to land at.  Low altitude, flat for miles around,
no obstacles.  More special needs training, I guess.

Contrast today's white shirt SOP monkeys with these 20th century
dinosaur pilots, who could [i]actually fly[/i] an airplane:

[img width=500 height=332]http://www.pittspecials.com/etc/747L.jpg[/img]

Fast-forward to today's proud new pilots of the 21st century who
attempted the challenging task of landing at SFO in perfect wx [b]without an ILS[/b]:

[img width=500 height=262]https://www.gannett-cdn.com/-mm-/774b5b ... -CRASH.JPG[/img]

See the difference quality makes?

Free advice from a 20th Century pilot, sure to be ignored:

1) if shit goes south, don't just pull back as hard as you can
2) no ILS, no approach

[img width=500 height=281]https://i.cbc.ca/1.3014702.1495118278!/ ... ngines.jpg[/img]

[img width=500 height=275]http://christinenegroni.com/wp-content/ ... 24x565.jpg[/img]

[quote author=Colonel Sanders link=topic=8353.msg23106#msg23106 date=1525013619]

Imagine - a professional pilot [i]actually being required[/i] to precisely fly an aircraft!

Clearly special needs training is required for such a novel occasion.[/quote]

When I worked for a South Asian Flag Carrier my roster used to change with the weather patterns.

Monsoon in X or Y? X or Y flights on my roster.

Snow in Europe - Europe flights on my roster.

Scheduled to fly with Capt X - F/O calls me and tells me "make sure you are operating into London" - that inspires confidence!

On a crew with 2 Captains I would very often be the designated Commander even though I wasn't the senior Captain.

I had heard stories of Captains refusing to fly to Europe "if a single flake of snow falls". I thought these were stories until I was at the training department one day and the local Captain in front of me said exactly that! WTF?

Senior managers in Flight Ops openly admitted to me they were in the office "because they didn't like flying'!


Amazingly they haven't had a hull loss - that's not for lack of trying. Most incidents are covered up by the local CAA.

My personal favourite incident is when they dropped an A340 off the rear jack and caused what I heard was $2 Million in damage. Apparently there weren't enough Engineers to operate the jacks so they bought in some members of the cleaning staff to help. What could possibly go wrong?

Good luck collecting an Insurance payout on this - I imagine the Airline had to eat the $2 Million cost.

I like this one.

Very nice.  Stall warning, followed by firm touchdown.  No fishing for greaser.

Perfect technique!

A fantasy of mine, is to have Boeing and Airbus pilots do that
for a year before they start pushing buttons.

PS  I taught the Indonesian Ambassador to Canada how to fly
tailwheel, on the Maule.  I always wondered if we had diplomatic
immunity when we were in the air.  Hmmm.

-- EDIT --

Checked the logbooks.  May 2008, his name was Hardono,
he's the tall guy on the right:

[img width=500 height=339][/img]