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IMG_0626.JPGDate: 29/03/2008
At: Dec 05 2008 00:00Z
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Tuesday, January 30, 2007 - 21:23:26 ET
The weather looks "decent" and could quite possibly be good enough for the actual exam. I've already booked the time off work. The flight is in the morning, which means getting to the airport for 7am. I have already started prepping for everything though, as I have school tomorrow night until 9pm and wont be able to do much prep work then. I also have an economics test tomorrow too. When it rains, it pours. Comments (2) | Permalink | Category: Training
Tuesday, January 30, 2007 - 19:52:50 ET
There are two types of instrument approaches called precision and non-precision. Precision: A precision approach is able to guide the airplane in both the vertical (altitude) and horizontal (alignment with runway) Non-Precision: A non-precision approach is only able to guide the airplane in the horizontal plane. The most common precision approach is the ILS approach. It uses a narrow beam of radio waves that the plane (or pilot) follows to the runway. Planes and pilots can be certified to perform different types of ILS approaches, called "categories". Each category has a set of restrictions that outline how close the plane can get to the ground before aborting the takeoff if they don't see the runway. The following is from Wikipedia: Category I - A precision instrument approach and landing with a decision height not lower than 60 m (200 ft) above touchdown zone elevation and with either a visibility not less than 800 m or a runway visual range not less than 550 m. Category II - A precision instrument approach and landing with a decision height lower than 60 m (200 ft) above touchdown zone elevation but not lower than 30 m (100 ft), and a runway visual range not less than 350 m. Category III A - A precision instrument approach and landing with: a) a decision height lower than 30 m (100 ft) above touchdown zone elevation, or no decision height; and b) a runway visual range not less than 200 m. Category III B - A precision instrument approach and landing with: a) a decision height lower than 15 m (50 ft) above touchdown zone elevation, or no decision height; and b) a runway visual range less than 200 m but not less than 50 m. Category III C - A precision instrument approach and landing with no decision height and no runway visual range limitations. A Category III C system is capable of using an aircraft's autopilot to land and guide the aircraft to the terminal if required. The following video outlines what a Category III ILS approach looks like. Feel free to fast forward until there are 40 seconds left in the clip. I'll be able to do Category I ILS approaches when I get my IFR rating. Comments (0) | Permalink | Category: Interesting Things
Monday, January 29, 2007 - 21:49:10 ET
I've added a new category to the website called "Australia". I'm planning a trip back to the land down under and I am looking into getting a PPL license down there so that I can fly. I think it would be awesome to be able to rent a plane in Sydney, or Perth, and see the land from the air. Right now the trip is tentatively scheduled for sometime in 2008. Comments (0) | Permalink | Category: Site News
Monday, January 29, 2007 - 18:44:50 ET
Most big planes use an ILS approach. An ILS approach does not involve looking out the window at all, you just follow your instruments all the way down to the runway. One of the downfalls of ILS approaches is that you cannot create "curved" paths to the runway. This means that you must have a straight line in and down to the runway. The MLS system was designed to fix this "flaw" but is not used at most airports (and most planes don't have the MLS equipment on board).
The image to the left is a plane performing the IGS 13 approach into Kai Tak. JFK has a visual approach, it's called the Carnarsie Approach (named because of the New York Suburb the VOR is located in). A series of "lead in lights" direct you to the path you need to take in order to get to the runway. The reason for this approach is for noise abatement and it keeps the planes over the water as they land. You can see a video of a British Airways plane landing at night using this approach. As well, if you can read 'em, the approach plate is also available. I have been doing nothing but visual approaches every time I land. This will change though, when I start learning all about IFR flying. Comments (3) | Permalink | Category: Interesting Things
Monday, January 29, 2007 - 17:15:00 ET
I arrived at the airport a little early to make sure that I got all the info I needed for the dual flight. I had previously did less than spectacular on the pre-flight test and had to re-do a few exercises: The diversion, steep turn, forced landing, and precautionary. I usually see paramedics coming and going all the time at the airport. There was an ambulance on the apron unloading a patient from an airplane. It was a plane that has been written about by Sulako and Clumpinglitter frequently. Just to confirm, I asked my FI what kind of plane it was. It was the "loud and fast" MU-2. I think it's actually really cute, with its stubby wings and short body. In any case, the flight went smoothly and I've been recommended to do the flight test. My FI is going to try to book it this week. I did, however, make one mistake that I've never made before. I slowed the plane to 60KIAS/20° flaps while I was calculating the necessary diversion paper work. I had just finished all the work for the diversion and was putting the plane back into cruise configuration: - Full Power hmm something doesn't feel right: FI: What's the max flap extension speed of this plane? At this point, I still didn't get the hint and my FI tapped at the flap indicator. WHOOPS! I forgot to retract the flaps! Brought them up, re-trimmed, and everything is fine. I was doing almost 100KIAS before I fixed the problem. I wont be doing that again. We did the precautionary landing at Foxton Farms, which is inside Buttonville's control zone. The farm is owned by the owner of Toronto Airways: Heather Sifton. This was the first time doing the precautionary at this farm. We let Buttonville Tower know what we were doing: Me: Buttonville tower, DQG is at nineteen hundred feet and we're going to be doing some work at Foxton Farms. It seems odd overflying the 404 at 500' AGL, I hope I didn't freak anyone out down there ;) Comments (1) | Permalink | Category: Training
Saturday, January 27, 2007 - 07:35:20 ET
SPECI CYKZ 271219Z CCB 11005KT 2 1/2SM -FZDZ BR OVC002 RMK ST8= You know why if you can read the above. Otherwise, it says: "2.5 miles visibility in light freezing drizzle and fog. Overcast at 200'. There's no way you're flying in this weather buddy!" Comments (0) | Permalink | Category: Training
Friday, January 19, 2007 - 11:52:55 ET
Virgin America is trying to get a foothold in the US market. The Department of Transportation no diced their application and now VA has an online petition. One of the coolest thing that they have showcased is their onboard entertainment system called "RED". Charles Ovilvie describes the system that they have developed in a video: Comments (0) | Permalink | Category: Interesting Things
Thursday, January 18, 2007 - 07:46:53 ET
My lesson the other day was delayed because the runway friction index at Buttonville was .27. The minima for instructors is .30. The Canadian Runway Friction Index (CRFI) is a way of measuring how slippery the runway is due to surface contamination. The scale runs from 0.1 to 1.0. The easier it is to stop on the runway, the higher the CRFI number. The number is derived by using a decelerometer's in a vehicle that zooms down the runway slamming on its breaks every 1000' or so. The car is usually right on the centerline (or close to) and averages out all the values all along the runway. Along with a CRFI number the runway condition is also noted in the NOTAM: 000000 CYKZ TORONTO/BUTTONVILLE MUNICIPAL CYKZ RSC 15/33 80 PERCENT BARE AND DRY 10 PERCENT COMPACTED SN 10 PERCENT ICE PATCHES 0701181130 CYKZ RSC 03/21 50 PERCENT BARE AND DRY 20 PERCENT COMPACTED SN 30 PERCENT ICE PATHCES 0701181130 CYKZ CRFI 03/21 -4 .32 0701181130 Here the CRFI is given for the active runway, 03/21. The index is .32 and the temperature is -4°C. You can read the Runway Surface Condition report just above. So why is the CRFI so important? It all has to do with crosswinds! Imagine you're attempting to land at an airport with a really slippery runway. The crosswind component 70° at 15KT. A Cessna might start sliding across the runway as the crosswind pushes you as you roll out. Here are some example CFRI numbers and possible runway conditions: 0.07 - 0.22: Bare Ice More information about the CFRI can be found in the AIM: AIR 1.6. Taxiing out to the runway was a challenge as the taxiway was snow covered and you couldn't see any of the lines painted on the pavement. The way that the plows plow the taxiways is such that there is a little pile of snow right on the centre line. You should always keep this pile of snow to your left. Regardless, I still got stuck in the snow on the way back to the tie down area. Had to hop out of the plane and push 'er in. Comments (0) | Permalink | Category: Training
Thursday, January 11, 2007 - 13:42:36 ET
There has been some discussion over the past few weeks for a get together for all of the "Blogging Pilots". The event has been spearheaded by IFR Pilot. Some pertinant details have been decided upon: Date: June 23, 2007 The preliminary Agenda looks something like this: Friday night - arrive when you can, and we'll assemble at a local watering hole for a meet and greet. Dinner may be with the group, or on your own, as you so desire. The planning committee is working on finalizing the agenda. If you are a blogging pilot and would like to get in on the action there is a mailing list you should subscribe to. The list of attendees looks impressive so far, and I am looking forward to meeting people in person. I think this would be an excellent learning and networking opportunity for everyone involved. Comments (1) | Permalink | Category: Interesting Things
Sunday, January 7, 2007 - 14:10:08 ET
I'm trying to find a part time job to pay off some of my Christmas induced bills. The best case scenario would be something in the aviation related industry that I could transition into a full time position when I'm done school. I'm impartial to what the tasks would be: washing airplanes, working at a desk, in a factory, anything really. Here is what I found with the "big boys": WestJet Porter Air Canada Porter's job descrition for a flight attendant states: Flight attendants may be called to work at short notice and therefore must be able to reach the airport within 1 hour of callout I wonder if living literally 4 minutes from the airport will give me bonus points. If any of you guys know of any part-time positions (evenings and weekends) send me an e-mail. Comments (2) | Permalink | Category: Interesting Things
Saturday, January 6, 2007 - 19:07:51 ET
The airliner pushed back from the gate, the flight attendant gave the passengers the usual information regarding seat belts, etc. Finally, she said, "Now sit back and enjoy your trip while your captain, Judith Campbell, and crew take you safely to your destination." Ed sitting in the eighth row thought to himself, "Did I hear her right? Is the captain a woman?" When the attendants came by with the drink cart, he said "Did I understand you right? Is the captain a woman?" "Yes," said the attendant, "In fact, this entire crew is female." "My God," said Ed, "I'd better have two scotch and sodas. I don't know what to think with only women up there in the cockpit." "That's another thing sir," said the attendant, "We no longer call it the cock pit." "It's the Box office." Comments (1) | Permalink | Category: Interesting Things
Thursday, January 4, 2007 - 23:31:33 ET
Here is a look back at some numbers for 2006: Flying Website
Although I wanted to get my PPL in September, I'm still on track to get my CPL by this time next year (2008). I've met a lot of interesting people along the way so far and plan on keeping those relationships throughout my flying career. Things are only getting started! I would like to mention a great blog that I have been reading for the past few months. "Flyin Dutchman" posts some excellent photos of his trips across Canada. He really has a knack for showing off the Canadian Landscape and his appreciation for flying in Canada is a common theme throughout his writings. Some of my favorite posts include: Canadian Shield In 2007 I can look forward to getting my IFR and Multi-Engine ratings, finishing up ground school, and working on getting my CPL. Let's just prey that the weather this summer was as good as last for Flying. Comments (3) | Permalink | Category: Training
Thursday, January 4, 2007 - 13:40:30 ET
I have been sick for the past four days with the stomach flu and have been bed ridden ever since. So yeah, new years eve I was partying with the porcelain princess. On to aviation related things... LiveATC.net has some excellent clips lately of controllers wishing landing aircraft a happy new year as they are the first landing of 2007. They have clips from various towers, but I've included the Pearson one here for you to listen to. A more serious clip involves a controller with a stuck microphone. He utters some profanities that gets him in trouble. A $5000 fine is possible. The circumstances are unfortunate because of who he was talking to at the beginning of the clip (a female) and his choice of profanities to use. I'm confident though that he was referring to the malfunctioning equipment and not the pilot. I guess that will be the difference between a $5000 fine and not. I will post another update shortly about my PPL exam. Comments (0) | Permalink | Category: Interesting Things
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Flight Test Booked 
The flight test that I have booked this Thursday might just be a go!
