Monday, December 31, 2007 - 10:42:08 ET

Hard Work Pays Off

Something I've been working on for almost two years is about to come true in the new year! I'm just in the final stages of getting things set up technically and in about a weeks time I will let you guys know what's going on.

Don't get too excited (I am, and I get excited over the littlest things) ;)

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Friday, December 28, 2007 - 11:24:38 ET

Speedbird 2

A liveatc.net user kindly posted a clip of the last departure of the British Airways Concorde flight from New York to London.

Lots of thanks flying back and forth as well as having both the original approach and tower controllers who greeted the first Concorde landing in '77 was there to handle the last departure.

It's a shame this aircraft isn't flying anymore. I wonder when supersonic flight will return to commercial airlines.

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Wednesday, December 26, 2007 - 11:46:27 ET

Find Me Spot!

I got a satellite personal tracker for Christmas called Spot. The idea behind the device it threefold:

1. Use it to track your progress (whether it be flying, hiking, sailing, etc...) and display it in near real time on the internet for your "team" to keep an eye on you.
2. Use it to call for help from your "team".
3. Use it in an emergency to initiate search and rescue efforts.

The system works the same way satellite phones do. The satellite system it uses is called Globalstar and a coverage map is available online. The data that it is transmitting is GPS co-ordinates along with your unit number to Spot's servers.

This information is then disseminated in either three ways:

1. Its stored in your account on Spots website.
2. It can be emailed to any email address
3. It can be text messaged to a phone.

Only the "check in" and "help" features allow you to notify someone that you're ok or need help. There is no notification that a tracking session has started.

I did a quick test of the system last night and it works great. Pressing the help button yielded a text message within 3 minutes of initiating the request. You can customize what the "im ok" and "help" messages say.

This is an excellent complementary device to your 406Mhz ELT as it can be used to give you an exact location (by way of GPS co-ordinates) to the emergency responders. However it should not be used to replace it as it is not automatically activated in a crash and is not certified by Transport Canada.

One of the interesting features Spot offers is called "GEOS Search & Rescue Benefit". For $8 a year you can get an added layer of security that is offered by the GEOS Alliance. It "provides up to $100,000 USD of additional search and rescue resources, including helicopter extraction around the world and reimbursement benefits – underwritten by Lloyd’s of London – for any emergency service expenses incurred". For you hardcores out there that will literally be in the middle of nowhere.

The unit is rugged and water proof. It feels sturdy and well built. It's bright orange so its easy for you to see, and a LED flashes every 3 seconds when its on for finding it in the dark.

There are, however, some things that I think could be improved on:

There is no way to create a "read only" account for your team members to use to track your progress. The progress tracking is recorded in the same account as your devices, which includes your billing information and such.

When tracking is turned on, you manually have to refresh the page each time and select the points you want to display on the map. The map doesn't automatically refresh.

No API to include tracking data into your own applications. There are ways around this, but it would be nice to have a supported method of being able to include the tracking data (or even export it as a csv) into your own applications.

When tracking mode is on, you position is recorded every 10 minutes. It would be great if this value could be adjusted either way (to say every 5 minutes, or every hour).

I have yet to try this baby in the air, but I suspect it will work flawlessly.

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Monday, December 24, 2007 - 11:44:17 ET

Winds Aloft

I can't imagine doing an approach in winds like this. According to the clip, the winds were as follows:

7000': 215° at 91knots
2500': 203° at 82 knots
2000': 192° at 69 knots
500' AGL : 147° at 53 knots

Clip courtesy of liveatc.net.

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Monday, December 24, 2007 - 10:43:07 ET

Multi-Engine Ground Briefing

The weather was too crappy on Saturday to fly the Seminole, so my lesson just comprised of a ground briefing.

We went over such things as asymmetric thrust, constant speed props, and various systems on the Seminole. Some new things I am going to have to deal with:

- Combustion heater
- Retractable gear
- Constant speed prop
- Lots more V speeds to memorize!

My FI made it clear that understanding the Seminole systems is very important for the flight test.

I have a copy of the checklists and procedures that I need to study. I'm pretty excited to get into the actual plane once the weather improves (my FI was saying he got less than 20 hours of flying in this month).

I hope everyone has a great Christmas and New Years. I'll see you in the new year!

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Friday, December 21, 2007 - 19:33:48 ET

Your VNC Might Be Affected

An AIP Supplement was released that describes a potentially dangerous error on the latest version of the Toronto VNC.

Great care is taken to ensure accurate geographical representation of aeronautical information on these charts. The 25th edition of AIR5000 Toronto VNC (dated June 2007) encountered a registration issue during printing. Although not all charts are affected, there is a potential that all aeronautical features on the north side of the chart shifted during the printing process and pilots should be reminded to use this specific chart with caution.

When the new VNCs are released you can exchange your defective one for a new one at the point of sale.

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Sunday, December 16, 2007 - 10:00:58 ET

Multi-Engine Resources Pt. 2

A while back I asked anyone if they knew of some good resources for learning about multi-engine concepts. Since then I've been slowly collecting and finding the necessary information.

I hope this list will help future pilots who want to get their multi rating.

Books
Multi-Engine Textbook by Jeppesen. ISBN: 0-88487-335-8
Multi-Engine Syllabus by Jeppesen. ISBN: ? (Jeppesen Part No. JS344527)
The Complete Multi Engine Pilot by Bob Gardner. ISBN: 1-56027-448-4
Seminole POH (of course)

Online Resources
Wikipedia: P-Factor
Asymmetric Thrust Explained
Transport Canada: Instructor Guide: Multi-Engine Rating (TP 11575)
Transport Canada: Flight Test Guide: Multi-Engine Rating (TP 219)
Aerodynamics of Power Loss
Ounce of Prevention Part 8 of 12: Suddenly Single

I pretty much understand all of the concepts when it comes to multi engine flying. I feel I'm prepared for my first flight next week, weather permitting.

Also, for those of you with the Discovery channel. There is a two hour Mayday Special on tonight starting at 8pm ET.

If you miss it, however, it may be available online for you to watch.

Comments (1) | Permalink | Category: Training

Wednesday, December 12, 2007 - 23:14:06 ET

Air France/YYZ Update

The TSB has released an update to the Air France investigation. Some of the new findings that were presented in the report are:

- A lightning strike damaged the wind direction and speed recording system for runway 24L (the one air france was to land on)
- Wind shifted at the moment of touchdown causing a tailwind for the landing aircraft
- The heavy rains diluted the foam the fire fighters were using to put out the flames.

Be sure to check out the current report and its appendices

The report indicates that a final report will be made to the public when their investigation is complete.

You can also watch the CBC report online in windows media format.

All of the recommendations that the TSB is making is also available online.

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Tuesday, December 11, 2007 - 13:14:35 ET

Class D Airport Closing

Buttonville's airspace is class D during hours of operation (They close at 11pm at night). Outside of those hours it's class E.

I've always wondered what would happen when someone needs to land just as the tower was closing. Well, someone did just that in St. Petersburg in Florida.

Sounds like the Flight Service guy wasn't really prepared to give the airport advisory.

Clip courtesy of liveatc.net.

Comments (2) | Permalink | Category: Interesting Things

Monday, December 3, 2007 - 10:44:38 ET

Flight to Kitchener/Waterloo

I have been keeping a close eye on the forecast all day Saturday. I can see the sun shining through the window, however the TAF was telling me something different. Today's flight might be scrubbed, I thought.

I took care of some other things I needed to do that day. A new TAF was supposed to come out an hour before my flight.

I looked outside and saw cirrus clouds... I gotta be able to go, this storm isn't coming today. The latest TAF agreed with me! I packed my things and headed down to the airport. Todays destination: Kitchener/Waterloo (CYKF).

I got all the paper work done, and filed my flight plan for a departure at 2:30. Did my pre-flight, got my taxi instructions and was parked in the holding bay when I realized my watch battery died. Annoying. From this point on I was using the clock on my handheld GPS, not a big deal, but taught me a lesson: Always make sure your timekeeping device works before hopping in the plane.

This is a beast of an airport. A 7000' runway and two precision approaches (I think, I don't have my CFS handy). This is the airport that all the IFR students use to practice their holds/approaches, etc..

My planned route was to go south to Toronto, then follow the shoreline west until Terminal told me I could start heading north. My planned altitude was 2500'. Not because of weather, or cruising altitudes (they don't apply this low), but airspace. There really was no way I would get higher due to landing traffic at Pearson.

Toronto Terminal dude told me I could start heading north as soon as I passed the Ford Plant (a vfr reporting point) as long as I stayed at 2000' or below. No problem I said and started heading towards Kitchener.

Terminal dude handed me off to Waterloo tower, where I checked in and was immediately cleared to the right downwind for 07 15 miles out (I wasn't even in their control zone yet). Nice. As I chugged along I could hear other traffic practicing holds using the VOR on the field. There was two other people in the circuit as I was in the downwind.

Did a quick touch and go and was instructed to depart north east bound. Odd I thought, but then did a double check of the VFR terminal procedures chart in the CFS for Kitchener/Waterloo... Noise abatement! I comply and level off at 2000'. Clear of the control zone, Waterloo tower tells me to call Toronto Terminal up.

I comply, and make my first radio call...nothing. Second radio call, nothing.. WTF? I was just using this same radio to talk to Terminal on the way in! I wait a bit, and magically I hear radio chatter. I didn't do anything.. hmm.

I call up a third time and Terminal dude asks me how I read him. "five by five" I reply and tell him what I'm doing and where I'm going.

A few minutes later, it is now Terminal chick, and she's asking me to call up Burlington traffic and to give her a call on the other side. I double check my map and GPS, yup.. my flight path is going to take me right over the airport. I call traffic a few times, and when clear of the "zone" I call back on Toronto terminal and Terminal chick tells me to keep on the heading and intercept the shoreline. As soon as I do, she tells me to call up City Centre tower.

I took some photos, mainly in the Toronto area. I was able to snap a few of the Ontario Science Centre and the University of Toronto field.

Today I was flying VLD. This plane, by some people, is the crappiest in the fleet. I used to love this plane, but today I can see why that opinion stands. The air vents, even in the fully closed position, was spewing out -15°C arctic air right into the cabin. This beast would also roll left if you let go of the yoke. Looks like an aileron tab needs to be adjusted.

I didn't really care.. I just put on my gloves and enjoyed the fact that I was getting up. The first time in almost a month in a 172 (my currency expires Monday).

An excellent flight, and nice to be able to chock up 1.8 in the logbook.

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Saturday, December 1, 2007 - 00:26:48 ET

Possible Flight To Midland

I've almost exhausted visiting almost every possible aerodrome with a paved runway within a 2 hour (round trip) flight from Buttonville. I'm planning on tackling Midland (CYEE) tomorrow.

The weather last weekend was below the renting minima. This weekend looks promising. The TAF for tomorrow isn't out yet (will be in about 30 minutes) but the weather network shows "partly sunny".

However, if it's not the weather, it's the runway conditions. Here is what the latest NOTAM for CYEE says:

000000 CYEE MIDLAND/HURONIA CYEE RSC 16/34 50 PERCENT ICE PATCHES 50 PERCENT FROZEN SLUSH 1/4INS 0711281530

I'm not a fan of the 50% ice patches and frozen slush. The temperatures are supposed to remain below freezing all night and tomorrow morning, so I doubt that runway surface condition report will change.

My other option is to head to Kitchener/Waterloo (CYKF). The RSC there is mostly bare and dry (80% or more).

I've been actively looking for getting some block time in a 172 or Warrior outside of the school. Mainly for two reasons:

1. It's impossible to book a plane at TAL unless you do it months in advance. Yes, 30 planes, booked, thats how busy the school is.
2. I'm starting to get frustrated with the rental weather minima. They are there for a reason, and I respect that. They are really close to my personal weather minima, however, how am I supposed to get experience dealing with poorer weather conditions? For example, the forecast visibility for renting an aircraft on a cross country flight needs to be 6 miles or more. I personally wouldn't fly with less than 7 miles, but I still want to get that experience.

Right now I'm talking to two private owners of aircraft that are parked at Buttonville. One in a hanger (the warrior) and one on the main apron (the 172). We'll see how it goes.

22 Days until my first flight in the Seminole!

Comments (2) | Permalink | Category: Training