Tuesday, April 25, 2006 - 19:28:37 ET

Hiatus

There will be no flying until I get back from vacation.. around May 7th. My lesson today was canceled because of the weather.

Expect another update in the second week of May.

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Monday, April 24, 2006 - 19:45:55 ET

Great Circle Mapper

I came across the great circle mapper website that allows you to plot on a map routes you have taken from airports. I tossed in all the flights (that I can remember) since 2000. Total distance traveled: 67654 km

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Monday, April 24, 2006 - 18:44:07 ET

Foiled!

Lesson canceled again due to weather. I think this is a record for the number of cancellations in a row since I started training.

Good news is that I wrote the PSTAR on Sunday and received a perfect mark. With that out of the way, I'm ready to go Solo.. just a few more lessons. I wont be able to fly this weekend and all next week as I will be on vacation in Cuba. I'll be flying on Sunwing for the first time. A friend of mine says a lot of Ex-JetsGo employees now work there. Their fleet consists of a 747-800 in a 3 by 3 seating configuration.... Prime seats are in row 15 and 16, and seats 2D,2E,2F. You can pre-book these seats for an extra charge of $25 each way!

If you would like to know the optimal seating for a specific airline/aircraft, check out Seat Guru.

I originally had a lesson booked tomorrow at 8am. I changed that to 5pm in an attempt to ensure that it wont get canceled because of poor weather. All the weather associated with the cold front that passed through today will be gone and I'll be enjoying balmy 6°C weather 3000 feet in the air (at least, that's the plan).

It may be premature, but I'm going to start studying for the private pilot written test. I have a bank of over 900 questions that I can use to test my knowledge.

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Sunday, April 23, 2006 - 12:28:29 ET

Places On The Web

I spent this rainy day bumming around the net. I found some interesting aviation related websites. Please feel free to comment and let me know what your fav is.

Love Is In The Air. This is a dating site for "airline crew". I took a quick look around and stopped when I saw "flight69's" profile photo.

Crew Start: Toted as "The Airline Crew" portal, its operated by the same guys as the dating site above. The forums are the best part of this site. People here seem to have a more upbeat, positive attitude than in Avcanada.

Avcanada: This is pretty much *the* place for Candian aviation related discussion forums. There are over 7000 members with lively discussion about everything. I find that most users here seem to be disgruntled or frustrated and are looking for a place to vent.

Aviation.ca: Good site for Canadian related aviation news. They have some regular contributors that add value to the site (Instead of just forums). I particularly enjoy "Controllers Corner", a blog written by an air traffic controller out east.

LiveATC.net: I've mentioned this site a few times in the past. I found it to be a good resource to ask aviation related questions, even though the site all about air traffic control. I think this is the largest collection of live air traffic control streams (especially for Canadian airports).

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Sunday, April 23, 2006 - 09:32:02 ET

Are you an Idiot?

No flying yesterday, and probably not today because of the rain. I'm going to head down to the airport this afternoon to write the PSTAR.

Here is a funny clip between tower and a pilot. The tower is asking him if he's "immediate" (as in immediate take-off), the pilot thinks he calling him an "idiot".

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Thursday, April 20, 2006 - 20:35:09 ET

Radio Certificate in Hand

About a month after writing the radiotelephone exam, my certificate arrived in the mail. It's a small wallet sized piece of paper that states:

"The certificate holder is qualified to operate radio stations as indicated in the regulations made persuant to the Radiocommunication Act"

This is one of the pieces of paper I need before I can go solo.

I'm writing the PSTAR on Saturday. Either instead of my flight (if its rainy) or after it (if its sunny).

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Wednesday, April 19, 2006 - 12:50:58 ET

Ground School Costs

I've been getting a few people asking me why my ground school cost is so high. So here's an explanation:

The actual flying training is being done by Toronto Airways. The schooling portion is being done by Seneca College. Any tuition that I'm charged I categorize under "ground school". Technically what I'm learning at Seneca you would learn during your ground school with your flight instructor. The main difference is that I would get 42 hours of Meteorology instruction, instead of the 4 (or whatever) you'd normally get in "traditional" ground school - hence the higher cost.

Each Seneca College course costs about $388.00. I've also tallied in any ground briefings I've had with my FI. As of this posting the breakdown is as follows:

              description              |  cost

---------------------------------------+---------

 Semester 1 Tuition                    | 1552.00

 Ground Briefing: Single/VFR 2 Hours   |  110.00

 Ground Briefing: Sing/VFR 1.5 Hours   |   88.28

 Ground Briefing: Single/VFR 0.5 Hours |   27.50

 Ground Briefing: Single/VFR           |   58.85

 Ground Briefing: Single/VFR           |  100.05

 Ground Briefing: Sing/VFR 1.1 Hours   |   64.74

 Semester 2 Tuition                    | 1164.00

You can visit Seneca College's part-time aviation program page for more information on the classes.

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Wednesday, April 19, 2006 - 12:10:11 ET

Difference between "Centre" and "Radio"

The other day I was listening to Toronto Centre on liveatc.net. Someone chimed on looking for Toronto Radio. The controller corrected him by saying that he's on Centre frequency.

I wasn't able to catch the pilots response, but what the controller said next made me chuckle:

"Do you want to talk to a centre controller or do you want to talk to the radio? The radio people give you weather and stuff and the centre people keep you away from other airplanes".

Here, listen to the clip yourself.

So technically what is the difference?

*something* Radio is how you'd call up a Flight Service Station. For example in and around southern ontario you could call up "London Radio" and ask for information such as the weather conditions and forecasts. You can also use them to file a flight plan, or amend your flight plan. One of the more important things you should do with a FSS is to broadcast position reports. These are important incase you go missing, the FSS knows where to start the search and rescue.

*something* Centre is how you'd call up a centre controller. For example, if you want to fly around Toronto you could call up "Toronto Centre". One of their main jobs is to provide separation between aircraft. In the case of Torontos class C airspace, they provide separation between VFR and IFR traffic.

More detailed information can be found in the AIM RAC 1.1.

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Monday, April 17, 2006 - 19:18:24 ET

Flapless landings and light signals!

This weekend was perfect for flying. The weather was great, with exceptional visibility (especially today).

As previously noted, I missed my class on Saturday. I did, however, get up on Sunday and twice today.

Yesterday was fun. I didn't have my normal instructor, so it was interesting to see how things were done with someone different. We did a few take offs and landings, then it was on to the fun stuff - Flapless landings and comm. failures.

Ironically enough, the flapless landings that I did yesterday were the best landings I had done to date. We combined the flapless landings with a comm failure on final. This is where the tower uses light signals to communicate with you. As we're approaching the runway, I see a solid green light from the tower - cleared to land!

Yesterday was also the first time I flew a particular 172.

Today's two flights was more circuit practices with a few 0 flap landings tossed in there for good measure. We also did some simulated engine failures in the circuit. My FI would cut the power and I would turn straight to the threshold. Normally you would use your power to control your altitude, in this case you can't because you don't have a working engine! So what do you use to control height? Your flaps! The only problem is.. you can only go one way. If you're too high, add some flaps. If your too low though, you better start looking for someplace else to land.

I also spent about 45 minutes copying the entries out of my PTR into my paper log book. Hint: don't wait three months to do that next time.

My FI is confident that I'm ready to go solo in the next two or three lessons. I'm excited. I still need to write my PSTAR test though. This week is going to be chock full of studying for it and memorizing my emergency checklists.

I saw a fellow classmate's photo on the "we've gone solo" wall at the school. I hope I don't forget to let him know when classes start up again in May.

Even though my lessons were shorter than normal this weekend, I'm still happy with the 3.2 hours chocked up.

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Saturday, April 15, 2006 - 22:20:02 ET

Missed The Lesson

Damn! My flight today was at 2pm, not 4pm. Got a call from my FI asking where I was (I was in the shower).

I feel bad. I always confirm my flight an hour before, but not today as I thought it was at 4.

I'll need to find a way to make it up to my FI

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Saturday, April 15, 2006 - 08:06:00 ET

Semester One: Complete

I will be getting my marks on April 29th. I already know what I've gotten in meteorology because my teacher emailed me my mark right after I wrote the final (which I got 91% on!). I have about a month off before semester two starts. I have a week off booked for a vacation to Cuba the first week of May.

Now that circuit work is nearing an end, it's on to the emergency stuff. All of the items on the emergency checklist need to be memorized. I was able to squeeze them all onto a single page that I printed out and carry everywhere I go. Waiting for someone? Bust out the checklist. On the train into work? Bust out the checklist. A commercial on TV? Bust out the checklist...It's a direct copy out of the POH for a Cessna 172. Feel free to download a copy of this checklist.

On my last lesson, after my take off briefing I asked: "So where can we land if we have an engine failure after takeoff?" All of the runways except 33 have buildings or houses along their extended centerlines. So a few possible options as suggested by my FI include Highway 404 or the Markham golf course. Taking off from 33 is no issue though, as there are fields you can land in.

My girlfriend lives about 10miles or so from Pearson (CYYZ). It's amazing how well they time the arrival of aircraft in the mornings. I *think* they have a noise abatement rule between 11pm and 6am. Just after 6am, I see a line of aircraft coming in for a landing. Her bedroom window faces north-east, so I'm assuming they are coming in via the Simcoe VOR. One day, I want to bring my camera over, and take some time lapse photos of the view.

I have two prospective people who would be willing to host a computer and scanner for a Tower/Ground feed of Buttonville ATC on liveatc.net. One of them is actually next to the field (in one of the offices next to taxiway bravo).

Lesson today at 4pm. Before then, I need to hand in my final assignment for the Computer Systems class.

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Monday, April 10, 2006 - 12:12:23 ET

Landings, Geese, and The Tower

This weekend was awesome for flying. I was able to get in all three lessons. Winds were calm (less than 8 knots, and only 3 today) which made it perfect for practicing my landings. I was also able to practice landings on two runways, 21 and 33.

With each lesson the bar I set went higher and higher. I'm working on really nailing down the circuit now. My FI noticed that my turns weren't all 90°. I would end up turning too much. This resulted in more of a triangle (ie, no base leg) rather than a perfect square. I wish I had brought up my GPS this weekend so that I can show you what I mean.

If you take a look at Buttonville's entry in the CFS it has a warning about keeping an eye out for wildlife. Until yesterday this really wasn't an issue. After we landed and completed my post landing checklist I called up ground and asked for taxi instructions back to the main apron. They chimed in with the necessary details and told me to watch out for geese chilling next to the taxiway - I had them in sight.

My FI warned me that these guys are usually pretty cocky and to expect them to run out in front of the airplane as we get closer. As we approached, they walked right on the taxiway and stopped. Stupid birds.

I had visions of them getting sucked into the prop with blood and guts everywhere ;)

I slowly moved forward and they moved out of the way with a few quacks (peeps, or whatever the geese sound is called). My FI then told me of a story where someone was taking off, and the geese decided to fly next to the airplane while it was rolling down the runway. The pilot decided to abort the take off, and just as he/she did, the geese crossed the runway in to the airplanes path. Potential bird strike averted.

I was able to sneak in a lesson before work today. It was great. I was surprised to see the METAR showing the winds at calm. I was told this is hardly ever the case. When I finally got up into the circuit they had increased to a whopping 3KTs. The ride was smooth mainly because of:

- Low winds, no mechanical turbulence
- Early morning, no convective turbulence caused by the hot air rising from the sun heating the ground.

It was good having these three lessons in a row, all with calm winds, to practice my flares and landings.

Because it was relatively quiet, I asked my FI if we could head up to the tower to take a peek. She agreed and called to make sure - it was a go!

I was surprised at how small it was. It looks a lot bigger from the ground. There were two people. One working ground and the other working tower. They had two LCD screens, one was a radar feed from Pearson and the other looked like a record of who took off and where they were going (a flight plan management system?). They both were running windows.

No more old school crt "scopes" with that sweeping arm ;)

The radar feed was cool. It showed Buttonville, Markham, and Toronto's control zone as well as major roads and reporting way points (like cities and monuments). The display was really simple: black background, green ground features, white aircraft, and yellow control zone markings. The actual radar unit was located at Pearson, and the data is sent to Buttonville via "telephone lines" (most likely ISDN). The majority of the traffic handling is done visually using binoculars. Apparently Buttonville only had this radar feed for the past few years.

They still used strips to keep track of traffic though. I witness ground handing off a few to tower (they literally sat next to each other) as well as a runway change. The controllers were excited about the new tower opening though. It's going to have state of the art technology replacing the strips with touch screens.

I have also starting doing some solo "prep work". Making sure I record the tach and hobb numbers. As well as going over the journey log book before each flight to make sure I wont be violating anything.

All in all, it was a good weekend with lots of progress made. Next lesson will be half (or so) in the circuit and half doing emergency stuff.

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Sunday, April 9, 2006 - 12:14:47 ET

Flying Schedule Posted

I've removed the Google Ads. They've only earned me $4.35USD since the site launched last December.

In it's place i've put a list of the days i'm scheduled to fly. I wrote a script that will automatically download the data from the site that Toronto Airways uses to schedule its planes and instructors.

The list is long, since I have many future bookings. I might shrink it down later.

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Saturday, April 8, 2006 - 23:47:54 ET

Hazardous Attitudes

There are five types of attitudes that can be considered "hazardous". It is these attitudes that make us do things that have consequences that outweigh the reward.

Anti-Authority
Someone who "breaks the rules". The thinking of "I know better than the boss" falls under this category.
Example: Not following SOP or the CAR.

Impulsivity
Reacting before spending some time to think about your actions.
Example: Skipping items in a checklist because you're in a rush. Not doing a HASEL check because you're pressed for time.

Invulnerability
"Oh, nothing's going to happen to me" or "Bad things always happen to other people". Not thinking your actions will effect you at all.
Example: Someone who thinks they can do anything because they've been flying for many years.

Macho
Doing things you wouldn't normally do to fit in. Showing off to earn respect or impress someone.
Example: Trying to impress your captain by attempting a landing you're not comfortable with. Impressing friends by doing acrobatics when you're not trained/certified.

Resignation
Giving up when you know you're right. This usually happens when you're challenging someone of authority or above you.
Example: After telling the captain a couple of times that something doesn't look right, and he dismissing you each time, you give up.

At least one of these attitudes can be found in each aviation accident.

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Saturday, April 8, 2006 - 22:58:59 ET

Small Accident at Oshawa Airport

I was hearing news of this while I was up today. The tower was letting pilots know that oshawa was closed. The Toronto Star has picked up the story which appears below:

Plane lands on floats at Oshawa airport

Pilot walks away unhurt after plane skids to a stop in a shower of sparks
Apr. 8, 2006. 06:51 PM
STAN JOSEY
STAFF REPORTER

Oshawa Municipal Airport was closed for several hours Saturday after a float plane skidded several hundred metres on its aluminum floats, after its landing wheels failed to deploy.

A shower of sparks and disintegrating metal spewed from the rear of the plane as it skidded to a stop on the airport's main east-west runway, witnesses said.

"The wheels either didn't come down or weren't deployed before landing," said one pilot waiting for the airport to re-open. Float planes that also land on solid ground are equipped with four small wheels that are either tucked into the pontoons and raised beside them when not in use.

The single engine plane came to rest in the middle of the runway with a trail of aluminum from the pontoons stretched out behind it.

The pilot, who flies out of the Oshawa airport, stepped out of the plane without injury and assisted airport staff at the scene.

Transport Canada has been called in to investigate the incident.

It would be interesting to read the Transport Canada report when its released.

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Saturday, April 8, 2006 - 19:45:13 ET

Flare? Pssshht No Problem!

A perfect day for flying and practicing landings! The circuit was less busy than last week, but still enough planes to keep it interesting.

I am extremely happy that I ended this lesson with conquering another hurdle. I was able to flare and land the plane with no input from my FI. This was the first time that she didn't need to keep her hands on the controls either.

*does a little dance*

Looking back I can identify two problems:

1. "Dive bombing" (as my FI put it). Instead of a smooth transition from the approach into the flare, I would wait too late before realizing I'd have to flare. By that time my flare ended up turning into a "don't smash into the ground" maneuver. There would be no time between the flair and the stage where you would let the plane bleed off speed and start to sink.

2. If I did flare at the right time.. I wouldn't keep the sink rate from increasing, and my FI would have to take over (otherwise we'd land on all three wheels at the same time). Learning how to judge how much back pressure you need to stop from sinking too fast was difficult.

The idea is to level out the plane a few feed above the ground (called the flare). In order to keep the same altitude above the runway, you will need to keep putting back pressure on the yoke. This results in a higher and higher nose up attitude as you slow down. Your two main wheels will hit the ground first, then your nose will drop and land on your nose wheel.

I was able to overcome both of those problems today. I hope to be able to do the same tomorrow. The weather for tomorrow is looking to be a mirror of today.

An another note, an air traffic controller decided to propose to his girlfriend over the radio. Cute.

Back to studying... I have all four finals to write next week.

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Thursday, April 6, 2006 - 20:03:14 ET

Canadian Aviation Expo

I just found out today the details of this years Canadian Aviation Expo. June 23-25 at Oshawa Airport (CYOO). Mark was there last year and had mixed reviews of the show.

I've marked it on my calendar, and wouldn't mind checking it out. Has anyone else gone before? What are your thoughts?

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Wednesday, April 5, 2006 - 22:57:37 ET

Study, study, study.

Studying.. that's all I'm going to be doing for the next few weeks.

I have 4 finals next week, so from now until Sunday I'm going to be studying my butt off. In addition, I'm going to be studying for the PSTAR and have to memorize my emergency checklists. I don't want my flight training to lag because I'm focusing on ground school.

If the weather holds up this weekend I plan on getting that flair down pat. Plus that will be at least another 3.2 hours (I hope) in the bag.

Ahh good old GOYR.. I actually found a photo of it on airliners.net (while searching for photos that had to do with Buttonville). I've been flying that plane more than any other 172 so far.

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Monday, April 3, 2006 - 09:51:49 ET

Busiest Circuits Ever!

It's funny seeing everyone talk about how they are disappointed they cant go flying on Saturday (because of the weather) but then rejoice when the weather on Sunday is perfect.

I was one such person.

My FI called me on Sunday asking if I could come in 30 minutes earlier. No problem! I was just sitting around doing nothing (well, studying for my PSTAR - more on that later).

Today is perfect weather for practicing my landings. Light winds from 180° at 8KTs. Today we will be using runway 15.

Runway 15 is the only runway at Buttonville that has non-standard Right hand Circuits. This is due to noise abatement rules (there are a bunch of residential houses to the east of 15). I've taken off from 15 before, but never actually did a full circuit (as there was a runway change mid flight).

It was busy. Really busy. I don't think I've ever seen the circuit this busy before. At one point we were number 4 to land, having to extend our downwind leg on multiple occasions. It was good practice for spotting planes in the circuit.

This was the first time I landed behind a jet too! "Caution! Possible wake turbulence" the controller reminds us.

If memory serves me correct, I did 3 overshoots and 4 landings.

This was probably the worst performing lesson I've had in a while. Probably thanks to the lack of flying in two weeks, compounded by super busy circuits, and right hand circuits. I'm still trying to get the flair down. I know what I need to do.. except that I just can't seem to do it when the time comes. Hopefully by next lesson, I will be on the ball. I've been replaying what I have to do in my head since yesterday.

I found a really good website for studying for your PSTAR. Robyns as put together an "Improved PSTAR Study Guide" which contains the answers to the questions along with his own (some time amusing) commentary. I got a chuckle when it came to his commentary on the "right of way" questions, like this one about overtaking:

Chalk up 1.6 Hours of circuits!

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