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Say Again, Over!

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Everything posted by Say Again, Over!

  1. According to the MET section of the AIM, Table 8-3 part of article 8.5.4 read: Currently, remarks are limited. When visibility is variable, the remark VIS VRB followed by the limits will appear, e.g. VIS VRB 1-2. When icing is detected, ICG, ICG INTMT or ICG PAST HR will appear. Remarks on precipitation amount, rapid changes in pressure and the location of lightning may also appear. We also know that it ICG has been changed to ICE according to the AIC. So the RMK sections speaks of variable visibility of 1 - 3 SM and a mention that icing was detected. Voilà!
  2. Does make me feel old to realize I've been a member for almost half my life! Happy Birthyear, AEFers! Felix
  3. Sorry Moeman, The way I wrote my comment made it seem as if it held no interest. What I meant to ask was why "Canadian" was in the airline name and I was waiting on some of you guys who were there to enlighten me. I would love to hear about how you ended up working in Africa.
  4. Well, this doesn't help much. I had found the same info using my own Google skills. Can the guys who posted pictures enlighten us as to the "Canadian" aspect of a wholly owned and operated Congolese airline?
  5. It might look nice from the center of the aircraft but, when sitting right next to a screen, you'll have an actual field of view of only 1 or 2 degrees. It's not like you'll be able look ahead towards the front of the aircraft if the pixels next to your window only show "9 o'clock" plus or minus a few seconds.
  6. Thanks rudder, I wasn't sure if they had found out that it was pilot action or not.
  7. Reminiscent of the Rostov crash?
  8. Blues, We never really run out of candidates. The good ones, that have just the right amount of crazy, are however hard to find. We have increased our qualification rate (at least here, in Montreal) somewhat by reassigning some trainees to another sector when it looks like they might not make it in the initial sector they were assigned to. Even though they might be headed for a wall in a certain unit, their kind of crazy might work best in another type of control. Terminal is one thing, high level enroute another and low-level-non-radar is, as well, totally different. Having the trainees paid right from the start is good all around. Some thought that only those ready to do it for free would be motivated enough to do it but what we ended up with was often some kids living at home with mom and dad paying everything and packing them lunches or some having to have a job on the side to pay rent and washing out simply because they couldn't keep up. Either way, it wasn't working. We have worked and continue to work on our selection process since that is the key to finding the best candidates for the job.
  9. j.k. That's awesome! That explains exactly what happens and I really think our "kids" need to understand this a bit better. Thanks a lot!!! Felix
  10. conehead, True, but with this "overly specific" request, I thought I'd get something less generic from my "aviation family" on the AEF. ?
  11. Hi everybody, In the process of explaining the RNAV-Y approaches into CYOW to our trainees, I'd like to be able to show them what you see on the FMC up to, and beyond, the beginning of the approaches. For example, what does the fix list on the FMC look like before and after we give you the approach? What does it look like before we advise you we're unable to give the RNP AR transition and after you punched in whatever it is you punch in? That would help us much! Any type of aircraft would be great. More than one, even better! Felix
  12. Kip! Post your next reply in French and let me have at ya! ??
  13. Can they do as many passes with biggers jets than a fleet of CL415s can? I understand they can clubber a fire with a huge load of water from the bigger jets but do they have enough airplanes to have a constant supply of drops? Maybe the CL415 is just not suited for this area because of the scarcity of nearby lakes or is it just the USA way of not using something because it's not "American"?
  14. Ha ha!! Doesn't sound like me! We do have the luxury of airspace and lower aircraft density in both CYOW and CYQB so we do try and accomodate as best as we can. Having said that, we try, as the NY controller did, to get everybody to go in the same direction as the previous one went. It just makes sense, even though things evolve and you get the inevitable surprise. In this situation, everytime the NY controller takes EIN around, there's another departure for the same airway departing underneath that has to go on course otherwise it'll snowball and completely get away from him. Simplest thing is to keep EIN spinning. It sucks but he's "safe" away from the cell and the flow keeps moving. In such restricted airspace, the disruption to the flow also becomes a safety issue so the key is to minimize it by finding the one aircraft on which it hinges and "removing" him. My conclusion is that the pilot was not only within his right to request the deviations but required to do so by all principles of aviation safety (as in don't knowingly do something going beyond acceptable risk). The flip side is that the NY controller then handled the situation in a safe and orderly fashion to the best of his airspace and weather restrictions.
  15. Great study with implications in ATC as well.
  16. Vsplat, Interesting comment! We are trained and obligated to pass traffic information based on where the airplane is at. In fact, if no overlap of the targets will happen or if we operate at more that what is required for wake-turbulence separation, we don't have to give traffic info. I agree that the latest incidents indicate that a review of the criteria might be wise.
  17. As a devout, church-going, Bible reading Christian, I find the justification for the spending of so much money ridiculous and offensive. I'm no fan of Copeland, Duplantis and other preachers of the prosperity gospel. They drag the name of Jesus-Christ in the mud! I have no sympathy for their financial "struggles" and I'm quite disgusted by their extortion of so much money from people who are indeed looking for a true friend. Kip, having "known" you all these years, I know better than to take offence. But... my friend is real! ?
  18. Interesting that the compressor disk seems intact... did the front just fall off?
  19. Mind you, back then, men put a suit on every time they went out in public, whether it was to go to the general store or to church unless it was for work, in which case they had on their "work" clothes. So it's not unreasonable to expect them to wear a suit in an airplane. Flying wasn't the reason for being snappily dressed, is what I'm saying.
  20. We very seldom hear PAN PAN or MAYDAY but they sure get our attention! As far as how they are treated, there are three levels we recognize although only two are official. - The first will be a crew advising us they are declaring an emergency and will require the equipment. This is usually what happens in Canadian airspace and carries the same meaning as PAN PAN although the degree of response will vary depending on the crews requests. A flap problem or a landing gear issue would definitely be considered critical but not in terms of urgency to get on the ground. - The more formal PAN PAN although having the same meaning will probably be treated with more formality initially even though the issue might be the same. We don't hear it often and it means to us, rightly or wrongly, that it's a little more urgent. I suppose it has to do with the formality of using the words (a sort of STOP WHAT YOU'RE DOING AND LISTEN TO THIS) that grabs our attention. THE MEANING, however, is the same to us as declaring an emergency in plain language. If you're not sure you're being treated as such, confirm in plain language or use the formal PAN PAN. - If I hear MAYDAY, you have my undivided attention. The meaning to us is that you life is in danger RIGHT NOW! We will act accordingly. So we do apply a certain nuance depending on how the emergency is communicated to us. In the end, though, apart from being attention grabbers, the words only mean so much. Regardless of the one you chose to use, the rest of the message will tell us how to act. If you tell me your engine is on fire, you don't have to say MAYDAY. On the other side, I remember a story of BA unable to lock the gear UP and wanting to return to LHR. Upon being told he had to go to his alternate as this was not a critical emergency, he called MAYDAY.... (I wish I could say he was denied but alas). Felix
  21. Hi Don, I believe that the best way to increase safety is by making pilots and other key players safety aware as opposed to safety compliant. We are only (really) safety minded when we accept, assess and mitigate risk. Trying to proceduralize risk assessment only leads, IMHO, to complacency. Not to say of course that we should now encourage unstable approaches! What I do see is that we made "the stabilized approach gate" the holy-grail of safety when it is only a part of it. Reading the study, I can see that ALAs were incurred when something happened after the decision to land was made "because we are stable". The check marks had replaced solid risk assessment and valid and important cues were missed. Are we not building a form or confirmation bias by insisting on such procedures? This being said, I understand that in a busy, task saturated environment, the procedure is supposed to make risk assessment more efficient by making a few complex decisions simpler (i.e.stable approach criteria). But would seat of the pants flying, in controlled situations, not be conducive to honing those decision making skills? A few (ok, many) years ago, in CYYZ, we used to stay on the dual configuration throughout the day. This meant that during some periods, all 5 positions were opened (North and South towers and Grounds plus Clearance Delivery) and we all shared the 2 or 3 airplanes that were at the airport all with a very low alertness level. We found that this is when the stupid incidents happened (this is true of a majority of incidents in ATC). We proposed that we combine positions and make the operation slightly more complex to keep people stimulated at the proper level and I do believe we had some improvements. I'd be curious to know the metrics of alertness for the ALAs in the study. In the meantime, I forwarded this study to our safety people as well as the instructors in the school. Especially wrt to recommendations 1, 18 and 19.
  22. Hi Don, I'll include this in the reference material for our ATC course. Quick question, though, in light of the statistics quoted: Since over half of the runway excursions followed an otherwise stable approach could it be argued that the problem therefore does not lie with unstable approaches but rather with poor go-around decision skill? Have we been looking in the wrong place all along? I know there is a lot of pressure on operators to come in fully stabilized and we're seeing a difference of late with the "more manoeuvrable" aircraft coming in slower and farther out. Could this have an effect on the philosophy? Looking forward to the answer and discussion. Felix
  23. From a Montreal Habs point of view, I think this qualifies as a political post. MODERATOR!!
  24. Well, considering the cops were involved in the United States, he should count himself luck he didn't get shot! Are terrorism charges pending in his case?
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