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.