GumpAir wrote: ..........What hurts us all, are guys like your C210 driver who get pissed off and threaten to call the Feds over something like this. I don't know about you guys, but I want less Fed intervention in my flying life, not more. Gump

Ditto. A friend of mine was landing at an uncontrolled field a few years ago, I was already on the ground. As he was turning base, for 25, I saw an airplane on straight-in/final for 7. No radio call, no flyover, no nothing. I called my buddy on the radio, he did a go around-- and the other pilot (a charter airplane) finally saw him & did a go-around also. After everybody got sorted out & landed, the charter guy came over to us & chewed on my buddy for a lack of radio calls. Didn't believe me when I backed up my buddy's story that the charter guy was the silent party. He had just got off flight following with ATC (this was at oak harbor WA, adjacent to NAS Whidbey), and I think being in a hurry had dialed in the wrong CTAF frequency. No big deal, except for him getting in our face about it. Heard more about it later-- he'd had a local judge on board, coming back from holding court on San Juan Island, and she wanted somebody's ass for "almost getting her killed". Nothing ever came of it, but my buddy was sweating the BS for a while.

Eric

I would just make sure your BFR, medical and annual is current. If the FAA would look into this just because they have to ( complaint filed ) they may ask to see your credentials.

A quick perusal of the FAR/AIM will reveal specfic (expected) operating procedures at a non-towered airport. None of which it sounds like the offending C-210 complied with. These procedures are detailed in the AIM for the express purpose of making an aircraft's movement around an un-controlled pattern predictable to co-using aircraft. Being able to communicate has absolutely no bearing on the fact that the 210 pilot chose to use the opposite (down wind) runway, in addition to using non-standard pattern entry procedures. Most notable the downwind 45 entry at published pattern altitude. Additionally, the VFR supplement, Airport Facility Directory, or Flight Guide will specify which runway should be used during calm wing conditions.

Unless he had a mechanical emergency which he deemed severe enough to violate published regulations, he hasn't a legal leg to stand on if he un-wisely chooses to inform the local FSDO. In fact, he might incriminate his own actions. I wouldn't submit a NASA form, but collect witness statements from your wingmen, and the FBO attendant, along with detailed notes for future reference, and keep them in your hip pocket if this turkey actually decides to pursue litigation.

Lastly, I would break open Part 61/91 and the AIM to refresh your own memory should you be questioned on your actions as well.

Hope my .02 helps.

Mike-

I hate flying with people I'm not flying with.
Just go where there aren't any people.
If you can't, just keep your head on the swivel, be ready for the shit that you think won't happen, and if something does happen with no negative consequenses let's keep the running to the principals office whining to a minimum.

Great things to think about. My paperwork is all in order is my friend's....I would hope that most everyone has the common sense to keep those things current. While most of us fly at a lot of uncontrolled fields, you can never predict when something may happen, or you get a friendly ramp check at the fuel pump or while tying it down.

Reviewing the procedures periodically is also a good idea!

So how's Norfolk compared to your old stomping grounds at Santa Paula? Were you finally able to find a hangar for your Stearman?

Mike-