When you plan a flight, do you check the relevant NOTAMs? How do you know if they are important to you and your flight? Did you know that if you cause a danger, incident, or accident because you didn’t check the NOTAMS you can be “charged” under CAR 602.71? A NOTAM, or Notice To Airmen,…
So I have my first crack at setting up my own personal operating procedures (POPs). The document is far from complete, but I’m looking for some early feedback from you, my beloved readers, as to if I’m heading in the right direction. So without further delay, here is a copy of my POPs, version 1.0.
Let’s take a look at an example METAR with CRFI data in it: CYFB CRFI 17/35 -22 .34 0201190630 In order, the block of data contains: Airport/Station Ident CRFI Indicator Runway Temperature CRFI value Date/Time reading was taken So the CRFI for runway 17/35 is 0.34. We can use this value now to figure out…
Back in January of 2007, I breifly talked about the Canadian Runway Friction Index (CRFI). With the recent winter-like weather in Southern Ontario I figured this would be a good time to go into more detail. Most progression in aviation safety is usually prompted by a previous accident or incident. The creation of the CRFI…
A plane needs air to be able to fly. Thanks to the laws of physics, the same parcel of air can have different characteristics based on temperature and altitude. Because of this, there are a few things we have to be careful of while trying to keep that hunk of metal afloat. Let’s take a…
The rear of an airplane both in the air and on the ground is a dangerous place. In the air you have to concern yourself with wake turbulance (not caused by the engines, but the wingtip vorticies). On the ground you have to worry about Jet and Prop blast. This “danger zone” is different depending…