Friday, May 30, 2008 - 16:15:53 ET

Single Engine Multi-Engine non-high performance land aeroplane.

It's done! My multi-engine ride was a success this morning. I can now fly airplanes with more than one engine!

Take a look at this one. It's called the boomerang.

The top down view is more impressive

Which do you think is the critical engine?!

My test started with a ground briefing at 9am. So naturally I was at the airport at 8am to ensure the paperwork was all done. Aircraft was airworthy and I took care of my weight and balance. I calculated our landing weight based on two hours at cruise.

We went over the necessary ground items: V speeds, what-if scenarios. How certain systems worked, etc..

The weather was decent for the flight. Winds were around 7 knots, and the vis was great at 4000'. We started off by doing one circuit with a full stop landing. Then departed to the north to take care of all the necessary exercises.

We did everything that was outlined in the FTG, so I'm not going to reiterate them here.

On the way back, we did a single engine approach, with a twist. We were up over Lake Simcoe, on the way back to Buttonville so we decided to do a simulated localizer approach to runway 15.

This was the first localizer approach I have done in this aircraft. Previously I did the NDB 21 approach with my FI.

It's really handy to be able to cross reference your localizer needle with GPS. My landing this time was better than the first, but still needs some work.

This was a great flight. I had an excellent examiner. I wasn't as nearly as nervous as I was with my PPL ride. Things went well from the get-go. I scored in the low 80s. I didn't get a copy of the marking sheet though.

Check one more item off the list.

Comments (8) | Permalink | Category: Training

Monday, May 26, 2008 - 17:01:39 ET

Factors Affecting Vmc

When doing some research on what are some of the factors that affect Vmc, I came across this excellent document.

The multi-engine instructor quick reference by Ryan Ferguson is just what I was looking for.

That said. What are some of the factors affecting Vmc and why?

Comments (1) | Permalink | Category: Training

Friday, May 23, 2008 - 12:19:17 ET

Small Taxi Procedure Change At YKZ

I was made aware at Toronto Airways dispatch of a small procedure change when requesting taxi instructions.

Most (if not all TAL pilots) perform their run up on the main apron, which is uncontrolled. Once the run-up is complete, then the pilot calls up Buttonville Ground requesting taxi instructions.

The problem here is that the the controller must look through the entire main apron searching for the location of your airplane. During busy hours this can take time.

The memo directs pilots to proceed to the proper taxi way for the active runway and to hold short, then call up ground for taxi instructions. This way the controller knows the general area you are in. Since the main apron is uncontrolled, this is not an issue.

Although not stated in the memo, it might also help them to say where on the main apron you are. For example:

"Alpha Bravo Charlie is on the main apron, holding short of bravo, requesting taxi instructions to the active."

Keep this in mind next time you're going flying.

Comments (0) | Permalink | Category: Interesting Things

Friday, May 23, 2008 - 09:00:00 ET

What That Picture Was All About

Here are the details about the photo I posted earlier. It actually happened on June 24, 1918, and not June 18th as I originally stated.

Click for larger

This was the first ever Air Mail flight in Canada. It consisted of 120 letters to the "T. Eaton Company" from Montreal to Toronto. The airplane landed at Leaside Aerodrome, which would have been located on the present day Downsview Subway station. The airport was in operation from 1931 to 1939, until the Malton Airport (now YYZ) became fully operational.

Originally, the pilots were approached by their friends in Montreal who wanted the letters to be delivered to Toronto. However, when the Post Office Department (now Canada Post) heard about the idea, they decided to make it a test for an air mail system.

The pilot was Captain Brian Peck, although I don't know who he is in the photo.

The flight from Montreal to Toronto wasn't without its adventure. Apparently the plane was so heavy, that it could not climb higher than 40' AGL. In some instances, Capt. Peck had to fly under telegraph wires and around obstacles. The total length of the flight was just over 6 hours.

It wasn't until 1954, in the book Canada's Flying Heritage by Frank Ellis did the reason for why the aircraft was so heavy came to light. Capt. Peck was asked by a friend to bring back something for a wedding. It was a time when Prohibition was in place in Ontario and Peck had loaded his plane with cases of Mull Scotch.

A stamp was released in 1980, commemorating the first Air Mail flight by Capt. Peck. It depicted the same airplane he used, a Curtiss JN-4.

All that is left of this flight today is a plaque on the corner of Brentcliffe Road and Broadway Avenue in Toronto.

Comments (2) | Permalink | Category: Interesting Things

Wednesday, May 21, 2008 - 13:36:28 ET

A Piece of Canadian Aviation History

This photo was taken on June 18, 1918, somewhere in Toronto.

Click for larger

What was this event? Who was the pilot? Which airport was this photograph taken at? And what was their cargo?

I'll give you a few hints: The airport no longer exists, but was in Toronto. The cargo was flown from Montreal (you can see it in the photograph).

I'll give the answer in a few days.

Comments (0) | Permalink | Category: Interesting Things

Wednesday, May 21, 2008 - 13:19:00 ET

CYFD Runway Closures

Planning a trip to Brantford? Guess again. The main runway 05/23 and 17/35 is closed this summer for repaving.

Update: Keep in mind the airport is still open with runway 11/29 as is the restaurant. See comments for more details.

Here is the NOTAM:

080043 CYFD BRANTFORD CYFD RWY 05/23 AND 17/35, TWY A, TWY E FM RWY 17/35 TO TWY D, TWY D FM TWY E TO TWY A, AND TWY C FM RWY 17/35 TO TWY E, CLSD DUE CONST 0805201100 TIL 0808081200

This just leaves 11/29 open, along with Taxiways E, B, and parts of C, and D.

Areas with red are closed.

Comments (1) | Permalink | Category: Interesting Things

Tuesday, May 20, 2008 - 16:37:10 ET

Trip to Tillsonburg

My latest flight on Friday took me to Tillsonburg, a little airport east of London International. As with every flight, I try to do something different, this time I decided to head back to Buttonville north of YYZ instead of taking the normal "follow shoreline [of lake ontario]" route south of YYZ. More on that later.

I met a fellow classmate at dispatch. We chatted for a bit -- he was heading to Brantford in an Warrior with another classmate. We had a brief discussion about using GPS for navigation before parting ways. More on that in a later post.

I departed Buttonville at around 7:40pm. A little later than I had anticipated due to my mistaking a non functional knob as the primer for the airplane. When I get a chance, I will take a picture of it. It appeared in the normal location for the primer, and it even had a little arrow pointing clockwise with the words "lock" on it. Perhaps it was the old, original primer knob?

My friend in the Warrior departed a head of me by about 3-4 minutes. I was asked by City Tower (once entering their zone) to look for the traffic. We were both at 2000'. After a few minutes of looking, ATC asked them to climb to 2400'. I still couldn't find them.

I always find it difficult to see other aircraft at this time of the day. It was about 45 min or so before sunset. I had my strobes on, however I think I would have been able to spot the Warrior easier if they did too.

I eventually climbed up to 4500', which resulted in an increase in groundspeed of only 4-5KTs. Not as much as i'd hope (and planned).

I spotted the airport about 10 miles out and changed my heading to the north so that I could be at circuit altitude on the inactive side to be able to cross over the field and join the mid left downwind for runway 25. I did not have the luxury of joining the straight-in final. Did a full stop, backtracked and took off.

On my way back I was trying to contact Toronto Terminal on 119.9 (I think). I was able to hear the controller and other aircraft however they were not able to hear me. I called up a few times, but it wasn't until I got north of Kitchener did anyone hear me.

By this time it was fully night.

I was told by the current controller to continue on my present heading under my own navigation to get my way back to Buttonville. Since this is the first time I've been north of YYZ, I was being extra careful not to get in their way.

When I thought it was safe to go direct to Buttonville, I double checked with the terminal controller and she said it was fine. So off I went.

I passed over the 400 near Rutherford Rd. Overflew Canada's Wonderland. I was told to report the observatory. How am I supposed to see a landmark that is not going to be lit?

I saw a patch of land that was pitch black and assumed that was the observatory. Controller seemed to have agreed with my call up and cleared me to the right downwind for 33.

I was trying to find the airport when I heard the dreaded "Do you have the airport in sight?" from the controller. He simultaneously increased the runway light brightness when he asked and I replied with "I do now, thanks". I was almost on top of it! I was able to salvage the approach and did a quick turn to enter a downwind for a few seconds before turning base, then final.

Damn this airport is hard to find coming from the west at night!

I had to call Flightline to ask them where I should park the plane. All of the reserved spots for TAL airplanes were taken. First time that has happened to me.

Chalk another 2.5 hours x-country time!

Comments (4) | Permalink | Category: Training

Friday, May 16, 2008 - 11:54:46 ET

Multi ride coming up!

My Multi-Engine flight test is being booked for May 28th!

Had a flight in the Seminole last night, practiced circuit work. I was having a tough time of keeping the airplane lined up with the centre line, I got that all sorted out yesterday.

Over the course of the lesson, the active runway switched twice, flipping back and forth between 33 and 03. 03/21 is the short runway at 2600'. This was the first time I used the short runway at Buttonville in the Seminole.

Did two circuits there, then switched to 33. There we did a few short field take offs, short field landing with obstacle. As well as a flapless landing.

With the exception of one landing, everything went well.

I just need to review my emergency checklists and ensure that I know the V speeds that need to be memorized.

Two of the speeds, Vyse and Vy happen to be the same in this plane... 88KTIAS. So that makes things a little easier.

All in all, I'm confident that I will have no issues with the ride. There will be a review flight before the flight test to ensure I'm good to go.

Comments (7) | Permalink | Category: Training

Monday, May 5, 2008 - 14:08:59 ET

Spins and Stalls, The CPL way.

Todays lesson involved some more upper air work. Today we headed to the east to the Claremont Training Area.

As previously mentioned, this training area has its own frequency (I'm too lazy to dig up the old blog entry). This frequency is not noted on any charts (VTA or VNC). You have to dig into the special "dangers to aircraft" section of the CFS. You would think in the interest of safety, they would publish this frequency on the VTA at least.

For the record, its 122.9Mhz.

We practiced some slow flight with and without turns. Power on stalls and climbing turning stalls. We also did a descending turning stall. What? How can you stall while you're in a descent? It's possible:

Power to idle, and with no more than 10° of bank, start descending (i was aiming for around 500fpm). Keep pulling back on the yoke to reduce airspeed, while continuing the turn. It took just over 1000' of altitude before I was able to stall the aircraft. In a descending turning stall, which wing would you suspect would stall first? The inner or outer wing (relative to the turn).

We also did a few spins, specifically my FI was teaching me how to enter the spin. This was the first time I was to enter a spin, which is necessary for the CPL test. I was a little nervous, but after the first one, it's a piece of cake. In a nutshell:

Start stalling the aircraft. When the airspeed drops below 60KIAS or so, full back on the yoke and full rudder in the direction of the spin. Hold the inputs past the incipient stage to continue the spin into at least 1 full rotation. The problem both my instructor and I had was that the aircraft would stop spinning after about 1 rotation. Good for safety, bad for trying to spin the aircraft. In our debriefing we decided it was probably because we didn't have enough power in during the spin to keep it going.

The first thing you need to do when recovering from a spin is to bring the power to idle. What would happen if you did the opposite, increased the power?

I'm in the process of getting a new PTR for my CPL. I can include all of the flight time since my PPL test towards the necessary time towards my CPL. The only exception is my multi-rating. X-Country, Night Rating, etc.. can all count. Now to transcribe 10 months of flying from my log book into my PTR (with detailed comments)... fun.

On a scale of one to ten, this flight scored a nine on the fun scale. I'm starting to have a whole new appreciation for spins. Now if only the g forces didn't make me sick :(

Comments (5) | Permalink | Category: Training

Friday, May 2, 2008 - 11:05:29 ET

Saving Fuel and The Environment

There has been talk in the news recently of commercial aircraft reducing their speeds in order to save on fuel costs. Over the course of a year the savings can be in the million of dollars.

As the costs of fuel rises, everyone from commercial airlines to the GA pilot is looking for ways to save fuel. Toronto Airways is no exception. In a recent email to all students/customers:

We all have been feeling the pinch of the increased fuel costs lately, and aviation fuel is no exception, so anything that can be done to keep your costs down makes sense. We have asked flight line to only fill our aircraft to a maximum of 3/4 tanks. This will help prevent the loss of fuel through the fuel vents as the fuel expands during the warmer weather.

That's a great way of saving fuel. There have been many times I've had to make sure I walk "around" the fuel vents during my walk around to avoid having drips of fuel land on me. However, they are going one step further by mandating we use a specific type of fuel tester:

Next we are instituting a policy where a specific fuel tester is to be used. This tester is called the GATS jar and is large enough that you can accumulate fuel from all the fuel drains during the walk around. The best part is it has a special screen that is capable of separating water and debris from the fuel, and the fuel can be poured back into the aircraft fuel tanks.

This will allow you to recoup the fuel by being able to pour it back in the tanks. At first I thought there is no way that this can provide any significant savings. But then I crunched a few numbers:

Size of Fleet: 40 aircraft
Estimate number of flights per day per aircraft: 8
Estimate average amount of fuel required for testing: 175ml. (two fills of the standard ASA fuel sampler cup, you know, the clear cup with the pin in it).

40 aircraft x 8 flights per day x 175ml = 56 009ml or 56L per day. At a cost of $1.75/L of 100LL (as of April 22nd, 2008), works out to be a savings of $98 per day.

This is a best case scenario since not all 40 aircraft are booked all day.

Previously, fuel that was tested was to be placed in jerry cans that were available on the ramp. Over the past two years, myself (and the school) have noticed that these cans have gone missing. As a result, people were just throwing the fuel on the ground after it was tested. The new system that will be in effect eliminates the need to use these jerry cans. Now anything that will ever be thrown on the ground is the water in the GATS jar, if any.

For comparison sake. Here is the "old" ASA sample cup that I use, and the new GATS jar that I need to pick up.

Comments (3) | Permalink | Category: Training