Aviation Etiquette

flyingcheesehead

flyingcheesehead

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iMooniac
Hi all,

It was mentioned in another thread that we should have a sticky thread somewhere about aviation etiquette. And to have a sticky thread, first you must have a thread!

So, here's some bits of aviation etiquette for the n00bs and anyone else who may have missed it along the way - Please add your own!

1) If you use a courtesy car, put some gas in it... Especially if you haven't purchased anything else there.
2) (from the other thread) Always move your airplane away from the self serve pumps as soon as you're done fueling. While you're at it, help the previous person and the next person move their airplanes - You'll meet some pretty interesting people that way.
3) Always be aware of what is behind you when your engine is running, and avoid blasting anyone else's aircraft, open hangar, etc with your propwash.
4) Use your radio at uncontrolled fields. Yes, you don't have to, but you should do it anyway. Unless you feel the need to be the pattern police. (Don't.)
5) Don't be the guard police, don't meow on guard, don't do anything else but monitor it unless you're having an emergency.
6) When operating to/from uncontrolled airports, cancel IFR as soon as you can to allow others to get in/depart.
7) Always leave the field, the terminal, and any other facilities you use in better shape than you found them.
8) Don't touch other people's airplanes unless they invite you to do so.
9) Reduce your prop RPM after takeoff if possible, follow noise abatement procedures, and generally be nice to the airport neighbors, or we might not get to land there again.
10) Be an ambassador for aviation. You are one, whether you like it or not. Be a good one.
11) Take opportunities to share the joy of aviation with others.

What can we add to the list?
 
Great list! I added a couple in blue.

1) If you use a courtesy car, put some gas in it... Especially if you haven't purchased anything else there.
2) (from the other thread) Always move your airplane away from the self serve pumps as soon as you're done fueling. While you're at it, help the previous person and the next person move their airplanes - You'll meet some pretty interesting people that way.
3) Always be aware of what is behind you when your engine is running, and avoid blasting anyone else's aircraft, open hangar, etc with your propwash.
4) Use your radio at uncontrolled fields. Yes, you don't have to, but you should do it anyway. Unless you feel the need to be the pattern police. (Don't.)
5) Don't be the guard police, don't meow on guard, don't do anything else but monitor it unless you're having an emergency.
6) When operating to/from uncontrolled airports, cancel IFR as soon as you can to allow others to get in/depart.
7) Always leave the field, the terminal, and any other facilities you use in better shape than you found them.
8) Don't touch other people's airplanes unless they invite you to do so.
a) And do not enter someone else's hangar without their permission.
9) Reduce your prop RPM after takeoff if possible, follow noise abatement procedures, and generally be nice to the airport neighbors, or we might not get to land there again.
10) When running the engine on the airport surface, for any reason, move the aircraft as far away from other aircraft/vehicles/hangars/people, as possible.
11) Don't park your car in a location that might create a hazard for taxiing aircraft.
12) Stop by and say hello, but don't be a distraction to a pilot doing a preflight inspection, a mechanic swinging a wrench, or someone building an airplane.
13) If you must borrow a tool or other item, return it immediately when finished using it, clean, and in good condition.
14) Minimum time on the runway, please.
15) Be an ambassador for aviation. You are one, whether you like it or not. Be a good one.
16) Take opportunities to share the joy of aviation with others.
17) If you have a band that rehearses in your hangar, and if you have a really good drummer, invite me to sit-in.
 
Personally I'd also add:
0) If you see a plane with its master on, plz try to let them know. You may save them from being stuck. Seen this twice in the last year at my normal $100 hamburger run place where someone announces "hey the red 182 still has the master on" (followed by a guy dashing from his table out to the plane)
1) (biggest personal annoyance) BE KIND to the FBO people and understand their priorities. Too many people roll up in a piston single, buy the minimum amount of fuel required to get handling waived, gobble up all the free amenities available (bottled water, courtesy car, fresh baked cookies, ...) and then have the audacity to be offended that they don't take priority over jets and turboprops. Then they go and leave a negative review talking about bad service/being neglected. Unfortunately there's a lot of pilots who think dropping a whopping $75 in gas should earn them red carpet VIP treatment.
2) If able, please do your run-up before getting to the runway. Especially if you're one of those 2-3 minute run-up check types :p. If you must do your run-up there, at least have the courtesy to angle your plane 30 degrees or so off-center - so that you don't blast the planes queued behind you.
3) Be generous with your time if you think someone looks like they need a hand, especially if you're experienced. You might be able to do something in two seconds that will save them a ton of time. I'm reminded of a nice guy in an RV at KOWI who saw I was struggling many times to hot-start my (new-to-me) plane. He came over, offered help and had me going on the first try, teaching me a trick in the process. You remember those things.

EDIT:
4) At untowered fields if someone requests a radio check, help 'em out and respond. I've heard a lot of people request one and then its just crickets. A simple "loud and clear" gives 'em what they need.
 
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Roger Wilco said:
Great list! I added a couple in blue.

3) Always be aware of what is behind you when your engine is running, and avoid blasting anyone else's aircraft, open hangar, etc with your propwash.
10) When running the engine on the airport surface, for any reason, move the aircraft as far away from other aircraft/vehicles/hangars/people, as possible.
Click to expand...
Your 10 is what I was getting at with my 3. Lots of great additions though!

When we stop getting new material, I'll try to reorder the original post in some sort of more organized fashion with everyone's contributions.
 
ArrowFlyer86 said:
If able, please do your run-up before getting to the runway. Especially if you're one of those 2-3 minute run-up check types :p. If you must do your run-up there, at least have the courtesy to angle your plane 30 degrees or so off-center - so that you don't blast the planes queued behind you.
Click to expand...
And keep your radio on-- and listen to it-- if you're running up or doing other stuff while you're #1 for takeoff at an uncontrolled field, so you can hear if the guy behind you asks if you're ready to go or if it's OK to cut in front of you.

Keep your radio calls short and concise, especially when the frequency is bush. I can't count how many times I've been just about ready to call my base turn when somebody starts a monologue and they're still talking after I've turned final with no chance to announce my position.

And CFIs, TEACH YOUR STUDENTS THESE THINGS!
 
Don’t show up for a checkride unless you’re familiar with the ACS and meet regulatory requirements for the certificate/rating for which you’re applying.
 
THINK about what you're going to say before you press the button. Keep your calls concise.

DON'T chat with your buddies over CTAF and force everybody in the whole state to listen to your inane conversation.

Listen for a few seconds before you key up. If ground just read a clearance, leave time for the readback. Same thing if approach just gave a PTAC.
 
Also, please let the other airplane in the pattern know that you have them in sight.
Please let me know you have me in sight.
 
-dont block other planes to the active if you are awaiting an IFR release.

Im totally ok with straight in approaches (directly or off of IFR flight plans). If you can fit and work it in, or work it in with the people in the pattern - go for it. I think there are usually greater issues when a King Air or a jet come in and entering the pattern at vastly different speeds than the slower flight school pattern speeds. And if you use the larger and higher patterns for say turboprops or jets that the FAA has "recommended" (1500 instead of 1000) - it has the potential to be even more dangerous.
 
Get your radio checked and fixed if it’s 20 years old and never looked at. The number of unreadable radios seems to increase every time I go out. If your an older aircraft it’s highly likely you have at a minimum corrosion and ground issues for the antenna and wiring. There are aircraft at my field that can’t be understood and the owners are aware but choose to do nothing about it.
 
If you’re piloting a blue and white Aztec and running up your engines while rolling out from the ramp, don’t just pull out in front of my while I’m taxing down the taxiway causing me to slam on my brakes, I mean, did you even look, like, at all?

Too specific?
 
If you hear a friend in another plane on frequency, no need to call out there name like you are long lost lovers.
 
eman1200 said:
Always (re)stock the beer fridge if you go to someone’s hangar.
Click to expand...
Hmmm... new #1? I only have a few rules in my hangar.

1. Anything in the fridge is available to anyone. You don't have to ask me if you can have something.
2. You bring beer and there is some left over, it stays. Then, see rule #1.
 
TommyG said:
If you hear a friend in another plane on frequency, no need to call out there name like you are long lost lovers.
Click to expand...
My favorite is "John, are you on 22.75?" Why are you saying the frequency? If they're not on the frequency, they won't hear you.
 
camorton said:
You missed number zero:

Don't make straight-in approaches to non-towered airports when there are other aircraft in the pattern.

Too obvious?
Click to expand...
And the corollary, when doing multiple patterns don't expect full stop aircraft with jet like approach speeds to join the pattern instead of coordinating a straight-in approach with said pattern aircraft.
 
A courtesy that an old instructor taught me: if you’re in a line of planes taking off, tell the tower you can take an early turnout if you can. No need to climb for ten minutes on centerline with 5 planes waiting behind you to take off.

I had the cool experience of doing my first class C departure in front of a 121 flight and I just felt cool asking for the early turnout so as not to make an entire planeload of passengers wait for my pokey Cherokee to get the hell out of the way.
 
12. Call a head to the FBO where you are going so they can serve you properly when you arrive and know the fees in advance.
13. Do not argue with the poor lady behind the FBO desk about FBO fees you don’t like.
14. Be patient with student pilots. They would do it faster if they could.
 
MauleSkinner said:
Don’t show up for a checkride unless you’re familiar with the ACS and meet regulatory requirements for the certificate/rating for which you’re applying.
Click to expand...
That seems more like common sense than etiquette...
Anthem said:
-dont block other planes to the active if you are awaiting an IFR release.
Click to expand...
I think this one depends, a bit. Sometimes your IFR release demands you go, NOW. I once got a void time of 30 seconds.

So, I'm gonna call before I'm sitting at the hold short line, but if I can reasonably expect to go within a minute, I'm not getting out of the way. If it looks like I'm not going to go soon, then sure, go ahead.
GoFly said:
Your goal with a radio call should not be to see how fast you can talk
Click to expand...
Anthem said:
nor should it be to how slow you can drawl it out either. . .
Click to expand...
Yes! The point of talking on the radio is to transfer information, preferably with the most information transferred in the minimum amount of time. If you do it so quickly it has to be repeated, you didn't do anyone any favors. Good, concise phraseology saves way more time than talking fast.

I once got complimented on frequency for a radio call. It was an initial cold call, and went something like this:
"Madison approach, Mooney niner seven sierra tango, 5 south of Watertown, landing with Bravo."
That gave ATC everything he needed to radar identify me and know my intentions. He gave me a squawk, I read it back with my altitude, and boom, we're done. No further questions, your honor.
TommyG said:
If you hear a friend in another plane on frequency, no need to call out there name like you are long lost lovers.
Click to expand...
I dunno... I have done this on occasion. I wouldn't do it on a busy frequency, but when you're out exercising your freedom and you hear a friend doing the same, I don't think a "Hey Ted" is completely out of line... And Ted heard me, replied, and came up on 122.75 without either of us needing to say anything.

Now, if you say "Hey Bob, come up on fingers" I'm totally listening to your conversation if I'm bored. :rofl: And I heard that on guard, so everyone within hundreds of miles probably did too.
Lowflynjack said:
1. Anything in the fridge is available to anyone. You don't have to ask me if you can have something.
2. You bring beer and there is some left over, it stays. Then, see rule #1.
Click to expand...
So if I want to take my leftover beer home, I just have to put it into the fridge first? :D :rofl:
 
If you can reverse your plane with beta on your prop, don't be a dingus and prop wash the aircraft in front of you.

At the fuel pumps, before rewinding the hose and grounding clamp, bring both close to you so they don't drag across the pavement. Update/confirm fuel prices on Foreflight and others. Nothing like a 3 month old fuel price to give you the casino feeling during flight planning.

Keep your avionics and charts up to date and confess that if you haven't, so you don't end up somewhere ATC doesn't expect you.

Tell ATC what you want or need. If you can do something faster, better, safer, tell them - they aren't mind readers. And if you don't know what they are cleared you to do, probably wouldn't hurt to speak up there. (Cruise clearances was one for me). That said, there is a time and place for arguing with ATC. If they are doing a push to a class B with 100 inbound, then accept or decline the instruction and move on.
 
mryan75 said:
A courtesy that an old instructor taught me: if you’re in a line of planes taking off, tell the tower you can take an early turnout if you can. No need to climb for ten minutes on centerline with 5 planes waiting behind you to take off.

I had the cool experience of doing my first class C departure in front of a 121 flight and I just felt cool asking for the early turnout so as not to make an entire planeload of passengers wait for my pokey Cherokee to get the hell out of the way.
Click to expand...
One of my solo cross-country destinations was the airline airport at Sacramento. On departure, Tower volunteered approval for an early turn out, so I took the hint.
 
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Don’t try to litigate EVERYTHING…. Wow.
 
Palmpilot said:
One of my solo cross-country destinations was the airline airport at Sacramento. Tower volunteered approval for an early turn out, so I took the hint.
Click to expand...
Ha. They said that to me when I went to ORD in an Archer. All this time i thought they were concerned about wake turbulence ... They just wanted me out of the way :rofl:
 
Palmpilot said:
One of my solo cross-country destinations was the airline airport at Sacramento. Tower volunteered approval for an early turn out, so I took the hint.
Click to expand...
Yep! One of those things not a lot of people think about.
 
This is a great thread!
I've always been a bit put-off by the following repeated scenario. Could be that I have it wrong but it seems like B) is readily available to us and much simpler.

Descending out of cruise into quiet non-towered airport & cavu (as most of my flying is) - with full intentions of cancelling, ie it's not a charter or medivac, or a company that requires cancellation on the ground:

A)
ATC: N123, airport is 12 oclock, 15 miles (mild hint)
N123: field in sight, N123
ATC: N123 do you want an approach or? (slight annoyance, major hint) *Sometimes a Visual Approach might be offered.
N123: Negative, N123 (*or the Visual might be accepted)
ATC, a few mins later: N123 airport is 12 oclock, 7 miles, no traffic observed between you and the field (*cleared visual approach). Report cancellation on the ground or with me change to advisory, good day.
N123: N123 cancel ifr.
ATC: ("omg") N123 cancellation received, squawk vfr change to advisory good day. (we could have knocked this out 40 words ago)

Or

B)
ATC: N123 airport is 12 oclock, 15 miles
N123: In sight, cancel ifr, N123
ATC: N123 cancellation received, no traffic observed, squawk vfr change to advisory good day. (you, sir, are welcome back)
 
Don't hit anyone or anything with your airplane........
 
Jim K said:
Ha. They said that to me when I went to ORD in an Archer. All this time i thought they were concerned about wake turbulence ... They just wanted me out of the way :rofl:
Click to expand...
I had a similar experience at ECP in the Maule. I thought the controller was impressed with my climb rate, but now I realize they just wanted me out of the area!
 
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