Narrative:

Wind/sky conditions at islip were 310 degrees 12 KTS gusting to 19 KTS; 10 SM visibility; sct 047; broken 070; broken 085; and as such; tower had traffic landing and departing runway 33L/right. As is typical for flyable sundays; GA traffic was fairly heavy with inbound full stop traffic landing runway 33L; and touch-and-go traffic on runway 33R. Air carrier X was asking for and receiving clearance to land on runway 24; which is one of the 2 ILS approachs at isp. For the traffic operating runway 33L/right; this was resulting in occasional lahso instructions. On return to islip from an eastward VFR flight around montauk point; I had noted the landing runway as runway 33L from the ATIS; and had elected to follow the south shore of 'li' to approach the airport. I had requested; and was receiving; flight following from roughly the hto airport area westward. As I neared the airport; ATC was busy enough that approach on 118.0 had me fly past the extended centerline of runway 33L and told me that vectors to runway 33L would be supplied. Shortly thereafter; I was turned inbound; and handed over to tower. Tower frequency 119.30 was fairly busy; but I managed to check in with isp tower. I was told I was #3 following other small aircraft. About this time; air carrier X was cleared to land runway 24. As I approached the runway environment; I verified with tower I was cleared to land; tower acknowledged I was; then quickly said they might have me do a 360 degree turn to allow for the air carrier X flight. They then instructed me to keep my speed up to the runway and cleared me to land runway 33L. I complied; flying about 120 KTS down to the runway; then perhaps 1 mi out or so; I was issued lahso instructions to land and hold short of runway 24. I acknowledged the instructions and although I was flying a fast approach I was confident I could slow the airplane and land in the less than 2500 ft ald between the runway 33L numbers and the runway 24/33L intersection. There was another aircraft behind me also landing runway 33L; so I knew I had to clear the active once I landed. I slowed the airplane about 1/4 mi out; and landed normally within about 1000 ft past the numbers. I began a slow taxi towards taxiway B-3; which is before the runway 33L/24 intersection. After landing; there was a subsequent call from tower that was blocked by another transmission; but the unblocked portion sounded like it contained taxi instructions for me; so I told tower the communication was blocked. About then; air carrier X was on short final; the crew made a quick call to tower apparently asking for confirmation the lahso traffic was not going to cross runway 24 (don't know whether this was me; or if someone was on runway 33R also); but given the timing and activity; the air carrier X captain elected to go around before the tower controllers could respond. Although I believe everyone was following regulations and the tower controllers were doing a great job in busy conditions typical at islip; it seems to me that carrier lahso operations on busy days with significant GA traffic on both runway 33L/right are not a good idea. I have read that part 121 operators are not terribly happy mixing it up with lahso GA traffic and certainly from my own experience today; it is easy to see why. In deference to the fuel and safety concerns of any part 121 ship; I am always happy to hold a min or two longer while waiting to take off; extend my downwind; or pull a 360 degree turn to help sequencing. The go around was unnecessary in this case; certainly in my case on runway 33L; my airplane was down on all 3 wheels; had stopped; then begun a slow taxi. But given how rapidly a runway incursion can occur; I do understand the conservative call the air carrier X captain made. Also; in reviewing the AFD after my flight; I found that the lahso points are not even charted for runway 33L; though they are for runway 33R. This begs the question whether runway 33L is approved for lahso at all; given the shorter ald. I have to wonder then whether tower had intended me to be on runway 33R.

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Original NASA ASRS Text

Title: PA28 PILOT REPORTS LANDING ON RWY 33L AT ISP AFTER RECEIVING LAHSO CLEARANCE THAT APPEARS TO CAUSE A B737 TO GO AROUND; EVEN THOUGH NO CONFLICT EXISTED.

Narrative: WIND/SKY CONDITIONS AT ISLIP WERE 310 DEGS 12 KTS GUSTING TO 19 KTS; 10 SM VISIBILITY; SCT 047; BROKEN 070; BROKEN 085; AND AS SUCH; TWR HAD TFC LNDG AND DEPARTING RWY 33L/R. AS IS TYPICAL FOR FLYABLE SUNDAYS; GA TFC WAS FAIRLY HVY WITH INBOUND FULL STOP TFC LNDG RWY 33L; AND TOUCH-AND-GO TFC ON RWY 33R. ACR X WAS ASKING FOR AND RECEIVING CLRNC TO LAND ON RWY 24; WHICH IS ONE OF THE 2 ILS APCHS AT ISP. FOR THE TFC OPERATING RWY 33L/R; THIS WAS RESULTING IN OCCASIONAL LAHSO INSTRUCTIONS. ON RETURN TO ISLIP FROM AN EASTWARD VFR FLT AROUND MONTAUK POINT; I HAD NOTED THE LNDG RWY AS RWY 33L FROM THE ATIS; AND HAD ELECTED TO FOLLOW THE S SHORE OF 'LI' TO APPROACH THE ARPT. I HAD REQUESTED; AND WAS RECEIVING; FLT FOLLOWING FROM ROUGHLY THE HTO ARPT AREA WESTWARD. AS I NEARED THE ARPT; ATC WAS BUSY ENOUGH THAT APCH ON 118.0 HAD ME FLY PAST THE EXTENDED CTRLINE OF RWY 33L AND TOLD ME THAT VECTORS TO RWY 33L WOULD BE SUPPLIED. SHORTLY THEREAFTER; I WAS TURNED INBOUND; AND HANDED OVER TO TWR. TWR FREQ 119.30 WAS FAIRLY BUSY; BUT I MANAGED TO CHK IN WITH ISP TWR. I WAS TOLD I WAS #3 FOLLOWING OTHER SMALL ACFT. ABOUT THIS TIME; ACR X WAS CLRED TO LAND RWY 24. AS I APCHED THE RWY ENVIRONMENT; I VERIFIED WITH TWR I WAS CLRED TO LAND; TWR ACKNOWLEDGED I WAS; THEN QUICKLY SAID THEY MIGHT HAVE ME DO A 360 DEG TURN TO ALLOW FOR THE ACR X FLT. THEY THEN INSTRUCTED ME TO KEEP MY SPD UP TO THE RWY AND CLRED ME TO LAND RWY 33L. I COMPLIED; FLYING ABOUT 120 KTS DOWN TO THE RWY; THEN PERHAPS 1 MI OUT OR SO; I WAS ISSUED LAHSO INSTRUCTIONS TO LAND AND HOLD SHORT OF RWY 24. I ACKNOWLEDGED THE INSTRUCTIONS AND ALTHOUGH I WAS FLYING A FAST APCH I WAS CONFIDENT I COULD SLOW THE AIRPLANE AND LAND IN THE LESS THAN 2500 FT ALD BTWN THE RWY 33L NUMBERS AND THE RWY 24/33L INTXN. THERE WAS ANOTHER ACFT BEHIND ME ALSO LNDG RWY 33L; SO I KNEW I HAD TO CLR THE ACTIVE ONCE I LANDED. I SLOWED THE AIRPLANE ABOUT 1/4 MI OUT; AND LANDED NORMALLY WITHIN ABOUT 1000 FT PAST THE NUMBERS. I BEGAN A SLOW TAXI TOWARDS TXWY B-3; WHICH IS BEFORE THE RWY 33L/24 INTXN. AFTER LNDG; THERE WAS A SUBSEQUENT CALL FROM TWR THAT WAS BLOCKED BY ANOTHER XMISSION; BUT THE UNBLOCKED PORTION SOUNDED LIKE IT CONTAINED TAXI INSTRUCTIONS FOR ME; SO I TOLD TWR THE COM WAS BLOCKED. ABOUT THEN; ACR X WAS ON SHORT FINAL; THE CREW MADE A QUICK CALL TO TWR APPARENTLY ASKING FOR CONFIRMATION THE LAHSO TFC WAS NOT GOING TO CROSS RWY 24 (DON'T KNOW WHETHER THIS WAS ME; OR IF SOMEONE WAS ON RWY 33R ALSO); BUT GIVEN THE TIMING AND ACTIVITY; THE ACR X CAPT ELECTED TO GO AROUND BEFORE THE TWR CTLRS COULD RESPOND. ALTHOUGH I BELIEVE EVERYONE WAS FOLLOWING REGS AND THE TWR CTLRS WERE DOING A GREAT JOB IN BUSY CONDITIONS TYPICAL AT ISLIP; IT SEEMS TO ME THAT CARRIER LAHSO OPS ON BUSY DAYS WITH SIGNIFICANT GA TFC ON BOTH RWY 33L/R ARE NOT A GOOD IDEA. I HAVE READ THAT PART 121 OPERATORS ARE NOT TERRIBLY HAPPY MIXING IT UP WITH LAHSO GA TFC AND CERTAINLY FROM MY OWN EXPERIENCE TODAY; IT IS EASY TO SEE WHY. IN DEFERENCE TO THE FUEL AND SAFETY CONCERNS OF ANY PART 121 SHIP; I AM ALWAYS HAPPY TO HOLD A MIN OR TWO LONGER WHILE WAITING TO TAKE OFF; EXTEND MY DOWNWIND; OR PULL A 360 DEG TURN TO HELP SEQUENCING. THE GAR WAS UNNECESSARY IN THIS CASE; CERTAINLY IN MY CASE ON RWY 33L; MY AIRPLANE WAS DOWN ON ALL 3 WHEELS; HAD STOPPED; THEN BEGUN A SLOW TAXI. BUT GIVEN HOW RAPIDLY A RWY INCURSION CAN OCCUR; I DO UNDERSTAND THE CONSERVATIVE CALL THE ACR X CAPT MADE. ALSO; IN REVIEWING THE AFD AFTER MY FLT; I FOUND THAT THE LAHSO POINTS ARE NOT EVEN CHARTED FOR RWY 33L; THOUGH THEY ARE FOR RWY 33R. THIS BEGS THE QUESTION WHETHER RWY 33L IS APPROVED FOR LAHSO AT ALL; GIVEN THE SHORTER ALD. I HAVE TO WONDER THEN WHETHER TWR HAD INTENDED ME TO BE ON RWY 33R.

Data retrieved from NASA's ASRS site as of January 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.