YEG ICE

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YEG ICE last won the day on May 2 2013

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  1. Do the WJPA have any sort of scope protection? Could WestJet order some C Series and place them at Encore?
  2. First Air 6560

    It surprised me that this never came up as a contributing factor: http://www.navcanada.ca/EN/products-and-services/Service%20Project%20Announcements/SPA-2011-Resolute-EN.pdf The RU beacon on the shoreline was used pretty religiously back when I shot approaches up there, it was one more indication on your primary instruments that you were on course. ADF1 would be tuned to RB and ADF2 was tuned to RU. In a true heading environment and without any INS/IRS system the DG was set by the pilots and was always a bit of an approximation after a longer flight, and so where the needles pointed before passing RU was taken with a grain of salt. But if you were on course approaching RU you would get a quick snap of one needle at station passage and then have two needles on your RMI that were 180 degrees opposed. If you saw that and continued to see that, you were golden, you could trust the HSI no matter how poorly you had set your DG or how much the wind might be screwing with your heading. But if you had a lazy station passage and then saw scissors for needles you knew immediately you were off course and it was time to get out of dodge regardless of what your HSI might have said. In a penny wise cost saving measure someone in YOW decided I guess that with the widespread usage of glass cockpits, a beacon could be replaced by an RNAV fix. Might make sense to someone flying a challenger down south or just sitting in an office working a budget. But in a steam driven flight deck like this one (and virtually every aircraft flown into YRB) there is no moving map display to turn an RNAV fix into quickly usable information. Had it still been operational, that second off course indication on the primary instruments might have been enough to increase the situational awareness to a point where the HSI full deflection (even if only displayed on one side) became fully understood by both pilots and the go around could have been initiated in time. Just my personal speculation.
  3. The return is the longer of the two legs as a result of winds, and Delta operates JNB-ATL using a 777-200LR showing a block time of 16:50. JNB-YYZ is actually 80 miles shorter, and the 787 is a little faster, so I would guess a block time of 16:20 for your proposed route. Throw in the 1:00 of duty for flight planning prior to departure, and there is a 40 minute buffer before you reach the 18 hour contractual limit for a four man crew. We currently also have to include 15 minutes post parking brake set, but this extra duty time is dropped in the new CARAC NPA, and I suspect that this will be in place before we would be starting JNB..
  4. Porter To Get C Series

    Sorry, I don't normally post but could not let this go... Air Canada Privatization act of 1988... Mulroney was wrapping up his first term, Reagan finishing his second. The Soviet Union was starting its withdrawal from Afghanistan, and a kid called Gretzky had just helped the Oilers win their 4th cup in 5 years. You are correct, that seems like just yesterday.
  5. From page 33 of the Air Canada Annual Information Form dated March 29, 2012: Air Canada leases or subleases 81 aircraft to third parties which have final maturities ranging from 2012 to 2024. Air Canada aircraft, which are leased or subleased to third parties, are not shown in Air Canada's operating fleet table above. These leased or subleased aircraft include six Airbus A340-300s, two Airbus A340-500s, 16 Bombardier CRJ-100 aircraft, 25 Bombardier CRJ-200 aircraft and 15 Bombardier CRJ-705 aircraft. All of the CRJ aircraft are leased or subleased to Jazz. In addition, seven Dash 8-100 aircraft are leased to Jazz, five Dash 8-400 aircraft are subleased to Sky Regional and five Beech aircraft are leased to other Contracted Carriers.