Saturday, September 20, 2008 - 22:19:39 ET

Flight to Goderich

I was looking for someone to go flying with me last week. I had booked the 172R (this one, unlike the S model, has over a dozen fuel drains!) for a night flight at 7pm.

I couldn't find anyone, so I decided to make the trek to Goderich solo. The forecast was looking great, light winds and clear skies.

This particular 172 is IFR rated. So not only does it have the standard equipment, it works too! When I filed my flight plan, I used the equipment suffix of "SG/C". This was the first time I've ever used the "G" suffix. Here's why:

I normally bring along my non aviation handheld GPS (its a Garmin eTrex Summit). I use it to double check my position as well as log my flights for later review. The AIM suggests that even with this "VFR" GPS unit, I can use the "G" suffix for my equipment list.

I've never done it in the past because I'm not sure how I would be able to handle a request from ATC like "proceed direct to someplace".

Well, the aircraft I was flying had an IFR certified GPS (along with up to date databases). I felt more confident being able to handle a request such as "proceed direct to Goderich" with that particular avionic.

One of the great things about my route from CYKZ to CYGD was that it was almost exactly due west of the airport. Because I was flying at night, I didn't have to worry about the numerous advisory airspace that dotted the landscape. All of them were parachute drop zones active only during the day.

I departed Buttonville and headed into the sunset. My flight plan called for flying westbound at 4500', but right now I had an altitude restriction of 2000' because of Pearsons Class C shelf above me.

Once cleared of Buttonvilles Control Zone I called up Toronto Terminal to ask for higher and flight following. I was asked what altitude I wanted and let the controller know that I would like 4500'.

He replied with "proceed direct to Goderich, climb to 2500, remain vfr at all times, I will have higher for you later". This was the expected response, as I knew they would allow me to climb as I headed westward and past each concentric ring of Pearsons "upside down wedding cake".

This is the first aircraft that I've flown that has an auto pilot. It's just a basic 1 axis (heading) auto pilot, but I decided to use it for the first time anyways. I made sure my heading bug was on the appropriate heading and then engaged the auto pilot. It was hard to tell if it was actually doing anything since the air was so smooth.

I decided to turn the heading bug 10° to the right to see if the airplane would turn. It did! Neat-o. With the airplane fully trimmed, and the autopilot keeping me on a heading of 275° I could enjoy the sights.

During my planning, one thing did catch my eye. There was a NOTAM for runway 32 which stated that the threshold had been pushed forward 200' because of tall trees protruding through the approach path. I had never been to this airport before so I wasn't sure what to expect.

If runway 32 was to be the active then I would do a low pass first (what you'd do for a precautionary landing) to inspect the approach path and to double check the windsock.

When I made my initial call on the ATF, there was someone else already at the airport entering the circuit for 28. Hmm.. thats odd. When I got the latest winds from London FSS, they were favoring runway 32. Plus it made more sense for me to use the longer runway (5000' versus 3000'). I decided to stick to 28.

As I was on my downwind leg, I could see the windsock clearly. There wasn't enough wind to make it move, it was limp. I continued my approach, did a touch and go and headed back. During this time, another aircraft from the south was entering the circuit. They were right behind me and also did a touch and go on 28. Later as I was heading east bound, they decided to switch to 32. Guess I wasn't the only one who thought using 28 was odd.

Where I had the sun on the way there, the return leg had me staring at the moon. It was a clear night and visibility was unlimited (as far as I could tell). However I still had a hard time finding Buttonville at night. I could see the 404, and the 407, I knew the airport was there, but couldn't find anything that would positively identify it. The controller gave me a heading to fly for my base leg, and just when you would normally have turned final, I saw the RILs of runway 15.

I was too high and too fast. I cut the power and and as soon as the airspeed indicator was in the white arc I put in full flaps. I'm normally used to 40° being full flaps, but this airplane only had 30°.

I was able to make it down safely.but had to roll it all the way down to the end of the runway to taxiway Bravo. I was cleared to taxi all the way back to the apron and logged another 2.4 hours (2.1 at night).

Comments (8) | Permalink | Category: Training

Friday, September 19, 2008 - 15:29:53 ET

Friday Videos

I went on a flight this past week to Goderich, for which I have a post lined up. In the mean time, enjoy these videos!

Comments (0) | Permalink | Category: Interesting Things

Wednesday, September 17, 2008 - 12:08:51 ET

Airport For Sale

After the tragic death of the owner of Greenbank Airport in an ultralight accident (CADORS: 2008O1622), his wife is selling the airport.

Mickys wife, Dorothy had this to say:

While I am confident in my ability to operate the Travel business, I am less so in regard to the airport. Greenbank Airport is a jewel for the aviation community and Micky was already planning a significant series of new improvements, including the paving of the main runways, taxiways and aprons and additional hangars, not to mention his ultimate plan to create estate homes each with direct access. As such I have debated within my own mind about prospects of keeping Micky’s dream alive out of my deep love for him, or selling the airport to more professional interests ensuring that the vision for what the airport can become is accomplished sooner for the benefit of aviators and our community.

I have decided that Micky would want me to do the latter, that is try to ensure that the airport is put in the best hands possible for a strong future.

The airport is on 77 acres, located on the greenbelt and is zoned airport.

Price Tag: $2 million.

If you are interested, or would like more information, contact Dan Farquharson at 905-640-4151 . A information sheet will be made available shortly.

Comments (1) | Permalink | Category: Interesting Things

Friday, September 12, 2008 - 11:17:32 ET

Someone Made It!

I would just like to "officially" congratulate one of my class mates. I think he was a semester a head of me and he just got a job at Durham College as a flight instructor!

Congrats Lu!

You'll make a good teacher.

Comments (0) | Permalink | Category: Interesting Things

Monday, September 8, 2008 - 12:18:42 ET

Details on the New Aviation Booklet

Transport Canada has released detailed information about the new licence booklet.

In a nutshell, they are treating the paper licenses more like a passport. Your ratings and medicals are stickers that you place into your booklet.

ATPL and CPL pilots are the first to get the new booklets at the end of this year.

You can view more details at Transport Canadas website.

Comments (0) | Permalink | Category: Interesting Things

Sunday, September 7, 2008 - 16:30:06 ET

A Little Project...

There are a lot of online flight planning tools out there. However, none of them (that I've found) focus on Canadian planning.

That said, a friend and I have been working on getting something set up (we don't have a name for it yet) for Canadian pilots.

One of the features we plan on releasing is an interactive map where you can click your departure, waypoints, and arrival locations on an "aeronautical" aware google map.

It's unfortunate that NavCanada doesn't provide geotiff versions of their maps, like the FAA does.

Here is a screen shot of what we've come up with so far:

This is a view of Buttonvilles' Control Zone with a few nearby airways. Eventually you will be able to control how cluttered the map is by selectively displaying navaids, airspace, airways, and airports.

I am having some trouble with storing more complex airspace definitions, for example CYA512(P). Any PostGIS experts out there that can help me, please drop me a line by leaving a comment or clicking on the "contact" link at the top of the page.

Once you pick your route, information such as METAR/TAF and FDs are automatically fetched and used to produce all your necessary flight planning numbers.

If there are any features you would like to have in this web application, please let me know!

Comments (6) | Permalink | Category: Interesting Things

Wednesday, September 3, 2008 - 22:04:49 ET

Recent Crash Near Shelburne

A C-172 crashed a few days ago near Shelburne, Ontario (57351 8th Line SW, Melancthon, Ontario to be exact) there were three occupants. Two went to hospital and the pilot walked away.

After reading media reports (I know, I know..) and the CADORS report I have one comment to make about the situation.

All of the reports mentioned that the pilot reported that they crashed "somewhere between Brampton and Collingwood".

That's a pretty big area to cover.

As a pilot you should be aware of your position at all times. When I'm flying x-country (especially at night) I always make sure I know where I am. That way if a situation does arise, I know what position to give in my mayday call (which the pilot of this incident didn't do).

According to the CADORS report (#2008O1950) a York Region Helicopter and a Canadian Forces C-130 aircraft were dispatched to try to find the crash site. The ELT was not activated. The only method of being able to find the crash site was using Rogers and the 911 call to triangulate an area using cell phone towers (old school cellular 911).

In the end, a farmer walking his dog found them and told 911 the location of the crash.

I am unsure of the time between the crash and the rescue, but even if the ELT failed to activate, an accurate position report by ONE of the THREE pilots on board would have been sufficient to find them quickly.

I look forward to seeing the official TSB report.

References:
Caledon Enterprise
The Peterborough Examiner

Comments (7) | Permalink | Category: Interesting Things