anonymous

Why would that make a difference? Nav Canada would never have the controllers or inclination to use it...

Canadian border agents at Toronto’s Pearson airport arrested on suspicion of drug smuggling Postmedia News | April 28, 2017 10:54 AM ET More from Postmedia News RCMP handoutCocaine seized by RCMP in a drug bust that included a Barrie border security agent Two Canadian border agents are among five people arrested on suspicion of drug smuggling. The RCMP and Canada Border Services Agency (CBSA) said the agents worked at Toronto’s Pearson International Airport. Charged with offences including breach of trust, conspiracy, and importing a narcotic are CBSA agents Patrick Ruddy, 37, of Toronto, and Brano Andrews, 41, of Barrie, Ont. Facing similar charges are Roberto Leyva, 32, of Niagara Falls, Ont., and Keith Hamid, 41, and Rennie Escoffery, 57, both of Brampton, Ont. “Serious and organized crime in Canada is a multi-faceted and borderless problem impacting all Canadians, directly or indirectly”, said RCMP Insp. Donna Streeter. Allegations of improper or illegal behaviour by CBSA employees are taken very seriously “Through a variety of specialized programs and teams, the RCMP combats serious and organized crime by implementing intelligence-led police operations with the collaboration of domestic and international partners,” she added. “The results of this investigation are an example of the partnership between our two enforcement agencies with the shared mandate of public safety,” Streeter said. The RCMP state the joint investigation, which lasted more than a year, led to the co-ordinated seizures of cocaine shipped from Colombia and Jamaica destined for Toronto. They further allege the two Canadian agents facilitated the importation of more than 30 kilograms of cocaine between January 2016 and April of this year. “Allegations of improper or illegal behaviour by CBSA employees are taken very seriously,” said Goran Vragovic, CBSA regional director general. “These allegations in no way reflect upon the true professionalism, dedication and integrity displayed each and every day by our CBSA staff.” All men were to appear in a Brampton court on Thursday.

So a little while ago, operating into CYYZ. They were on the 33s. ATIS states ILS 33L and departures 33R. We were in a long line-up of aircraft on vectors. The aircraft ahead was vectored onto the localizer. The controller then clears them for the LOCALIZER 33L. We were right behind them (maybe 1.5-2 minutes), vectored for the intercept and then he clears us for the LOCALIZER 33L. There was not a single word about why we weren't flying the full ILS. We were too busy to ask questions. I wonder if controllers know that there is a huge (order of magnitude) increase of workload in flying a non-precision approach. To have this thrown at a crew last minute is a huge disservice to crews. It's sort of like (although this analogy isn't really equivalent in the change in workload from a NPA) a crew accepting a take-off clearance and then telling tower that they need a 30 sec engine run-up. Not a problem if tower knows ahead of time, but can be a huge one if done at the last minute. When we landed, I asked what had happened. The tower guy told us that the Glideslope had failed. Would have been nice to know 15 minutes earlier. My point or question is this...what would it have taken for a controller or a supervisor to get on the radio and make a broadcast "ALL AIRCRAFT ON APPROACH FOR 33L, THE GLIDESLOPE HAS FAILED, ANTICIPATE LOCALIZER 33L." Then everyone knows what is going on.

The reason one corrects the FPA is because FPA uses baro-inertial vertical speed in calculations to create FPA. The baro part is referenced to a standard atmosphere and therefore has an error in colder-than-normal operations. Sometimes it does seem like one is using a micrometer to measure and an axe to cut when it comes to flying NPAs .. some companies' SOPs have turned a NDB into a Cat III NDB.

The FPA correction for cold weather increases the FPA. If the temperature is below 0º, then one corrects the FPA by adding a factor...eg charted FPA -3.0º, becomes -3.3º FPA. If you don't make the correction, the charted/indicated/selected -3.0º FPA is true -2.7º FPA. The ideal FPA has you reach MDA in a stabilized descent where (if visual) you can continue the same stabilized descent all the way to touchdown. If you failed to make the FPA cold weather correction one would reach MDA closer to the runway than the "ideal" point, and therefore you would have increase your rate of descent to achieve a touchdown in the touchdown zone.... If you made too great a correction, then one would be below the ideal FPA and arrive at MDA further back than the nominal point. None of this explains why the crew descended below MDA so far back...were there technical issues (the AC lawsuit seems to suggest this) or other contributing factors. To me, the key unanswered question is what factors contributed to the crew descending below MDA (apparently so far back). The TSB report will no-doubt address this issue.

Off course the headline is totally misleading ! https://www.thestar.com/news/world/2017/03/26/two-teens-barred-from-united-airlines-flight-for-wearing-leggings.html Not only did they not follow the dress code but you get other people publicizing the situation ... I wouldn't want to be the employee related to this fiasco.

Father and son killed in head-on collision with each other in Alabama: ‘You really just cannot imagine it’ Travis M. Andrews, Washington Post | February 21, 2017 10:20 AM ETMore from Washington Post Jeffrey Brasher and his son Austin were described as “very close.” They loved playing golf together, working on each other’s swings. Jeffery’s sister Pamela Brasher Dennis told AL.com of her brother, “He loved being a husband and father… the kind of guy who, if you needed something, you’d go to him because he would help. He wanted to make you smile, and his kids were his number one priority.” Jeffrey and Austin may have been close, but on Saturday morning they were on very different journeys. Jeffrey, 50, pulled himself out of bed to get a head-start on the day long before the sun rose. As a bread distributor for 20 years — “Everybody knew him as the bread man,” Dennis said — early mornings were expected. So he climbed into his 2006 Ford pickup and set out in the pre-dawn of Bankston, Alabama, about 110 kilometres west of Birmingham. He was en route to Flower’s Bakery in rural Winfield to pick up the day’s fresh delivery. After driving for about a half-hour, Jeffery pulled onto County Highway 49 — a curving two-lane road lined by walls of pine trees. The state’s rolling hills were shrouded in darkness.He wasn’t wearing a seat-belt. Meanwhile, his 22-year-old son Austin was heading home after a long night partying with friends, his cousin Monica Marie Aker told People, calling him “the life of the party.” My worst fear was that Austin would make it through and then kill himself because he wouldn’t have been able to deal with killing his father “In high school, he was quiet, but everyone knew who he was,” Aker said. “He was the little guy driving the big truck. He was very well-liked and could really get along with anybody.” Sitting in the cab of his 2004 Chevy pickup, the little guy in a big truck had reached the stretch of County Highway 49 near Winfield himself. The winding road, which at that hour is lit only by headlamps and moonlight, was almost invisible. Like his father, Austin wasn’t wearing a seat belt. At 4:10, the two collided head-on, AL.com reported. Jeffery was pronounced dead on the scene, while Austin was rushed to UAB Hospital in Birmingham, where he clung to life until 9:18 a.m. Police said alcohol might have been involved but did not elaborate. “You really just cannot imagine it,” Dennis told People. “There are no words that can be said. Everybody’s life changed on Saturday morning. No one’s life will be the same after this.” Aker said she can’t imagine how Austin would have dealt with the guilt if he had lived. “My worst fear was that Austin would make it through and then kill himself because he wouldn’t have been able to deal with killing his father,” she told People. “It would have destroyed him.” Dennis said she hopes others take this a reminder that no day is guaranteed. “We need to hold on tight to our faith,” Dennis said. “We love Austin and Jeff and our family will never be the same. We want everyone to hug and spend time with their families. Love your family every day. Don’t let anything go unsaid. You never know what tomorrow will bring.”

Well i tried to get it to show me a YOW-YYZ-SXM route and it doesn't come up at all....plus I find it more than a little misleading to suggest a departure date of Friday, and the arrival date is Sunday - 2 days later....for a non-stop flight that would be about 5 hrs. I don't understand their revenue management tool/booking engine and why it would suggest those routings that have you literally fly 3/4-way acoss canada and back to get their....oh well....

This wasn't just a one off...several different days had flights from Ottawa to Edmonton or Calgary then back to Toronto and then to SXM...elapsed time 41 hrs....

Dagger....the social media pages of certain unions representing unskilled workers are filled with this tripe and are scaring the hoi polloi

Hard to believe...she's probably a great employee but how she can carry all the duties required of an FA is beyond me...

Well, I have personally seen and been the subject of the wrath of US CBP officers. One time travelling as self-loading freight, I made the mistake of putting my passport on the counter and then resting my left arm on the same counter. The officer yelled at me and told me to stand back...solution....get a Nexus card and almost never talk to another US or Canadian customs officer again.

Does Ben get his payroll cheque on the same date as other WJ employees or is it cut separately?

Almost any British designed aircraft except the Spitfire and the Hurricane.... I give you Nimrod AEW

Massive line for us around noon. Massive. Make sure plenty of time for connection. This was a weekday.