Date: 201207
Local time of day: 1201-1800
Location: MYF.Airport, CA
Aircraft: J3 Cub
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Training
Flight phase: Final Approach
Airspace: Class D MYF
ATC / advisory: Tower MYF
Second aircraft: Cessna Single Piston Undifferentiated or Other Model
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Flight Engineer
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown
Anomaly: Conflict NMAC
Detector: Person Flight Crew
When detected: In-flight
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: Right hand pattern for 28R MYF; a Cessna had just turned final. I was on downwind about to turn base at pattern altitude; and a Cirrus was #3 for touch and go. All of us had clearances. I told the Tower to assure the Cessna that they were in sight.Cessna was on about a mile and a half final; and I turned above and to the north of that aircraft to establish spacing at the runway. The Cessna pilot asked if I saw her; and the Tower answered in the affirmative. Altitude separation estimated at 300 FT and lateral distance approximately the same. That is roughly 420 FT slant-range separation.Tower changed me to the left runway; because the Cirrus was closing from behind. The Cirrus touched down before I did; and the Cessna was west of the field turning downwind as I touched down. This interesting scenario is due to disparate approach speeds: I estimate the 172 at about 65 KTS; the Cirrus at perhaps 75; and my approach was 35.As the Cessna was turning right base on the next circuit; she started an extended transmission criticizing my flying. It seemed to go on forever; but was probably less than a half minute nonstop. My answer - on the Tower frequency - was 'come see me at my hangar.' The answer: 'I don't have time.'So I landed and dropped by as the pilot was debriefing her student. I introduced myself and she again said 'I do not have time to talk to you.'Putting aside whether paralleling an aircraft on final is some kind of violation or bad judgment - my impression is that it just makes sense for a slow aircraft to try to optimize separation on the runway - the point of this report is that criticizing another pilot on an ATC frequency is bad policy; even if a student is not involved. But adding a student to the mix; and then teaching that such a transmission is good practice is not good instructing. The student has learned that resolving problems should be restricted to ATC frequencies; and that ground and/or telephone discussions are not appropriate.An appropriate response is to call the Tower on the telephone; get the N-number of the pilot you wish to discuss something with; and then either do it on the phone; or in person; or simply call the FSDO.




Synopsis: In an unsolicited attempt to provide spacing at the threshold of the runway the pilot of Piper J3 elected to turn final close to and slightly above and behind the C-172 he was to follow. When the Instructor pilot of the Cessna took exception to the J3's unagreed to propinquity a verbal exchange resulted.