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ILB

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Everything posted by ILB

  1. Indonesian pilot dies after landing plane amid health issue Incident: Citilink A320 at Surabaya on Jul 21st 2022, captain incapacitated Risk management is something that pilots do every day, and most of the time (including this one), well. Our political leadership, not so much.
  2. Imagine flying an airplane where the average age of your passengers is 82, with 70% of those 82-year-old passengers having 3 or more comorbidities?
  3. Read it in the EASA Proposed Airworthiness Directive. I like the EASA PAD, kinda hope Canada adopts same, just unfortunate to lose the RNP capability. Would like to know more about they why. If I wasn't flying the MAX, I wouldn't read the documents either. But I am so I do. Personally not of fan of reading distillations/summaries of source documents. That applies to everything. From Shakespeare to accident investigations to IPCC reports.
  4. The PAD is good. Would like to see Canada follow that path, particularly the marked stick shaker CBs, and empowering pilots to pull them. Unfortunate about the RNP AR prohibition. Hope there's a way to get that authorization back.
  5. AvHerald article Stall climbing through 5000 out of JFK. I don't know 777F sound effects. Anyone? BTW, sound clip edited from LiveATC 30 minute feed. 60 seconds of silence or unrelated comms prior to them reporting in as able to climb. KJFK-NY-App-ROBER-Nov-15-2020-1900Z Southern Air Stall edit short.mp3
  6. https://www.theglobeandmail.com/business/article-airlines-express-frustration-over-lack-of-progress-in-aviation-bailout/ Airlines express frustration over lack of progress in aviation bailout talks By ATKINS, FIFE, WILLIS 13 Nov 2020 The federal government has begun talks aimed at bailing out the aviation sector, but players in the industry are frustrated by the slow start to negotiations amid the collapse in air travel. Ottawa has drawn up a list of five key demands in what is expected to be tough negotiations on a COVID-19 rescue package for struggling Canadian airlines, including a call for the carriers to open their books, refrain from cancelling orders for Canadian-made planes, protect vital flight routes and provide refunds to customers for cancelled flights, an amount worth billions of dollars. Cabinet gave authority to Transportation Minister Marc Garneau to reach deals that protect the interests of Canadian travellers and the financial viability of the airline industry, according to a source who has been briefed on the federal strategy. The source is not being identified because they are not allowed to discuss cabinet deliberations. The aviation industry’s demands vary by company, and include: financial help from taxpayers, preferably in the form of grants or interest-free loans; the national roll-out of a COVID-19 testing regime to allow shorter travel quarantines; a framework to reopen domestic travel, including a plan to identify safe corridors and create domestic bubbles like the one in Atlantic Canada; breaks on fees paid to airports and NavCanada; relief from the costs of the carbon tax on fuel; incentives to buy fuel-efficient aircraft; relief from the demand that all airfares be refunded. Formal negotiations begin next week but some preliminary talks happened in recent days with executives from various airlines, including Porter Airlines chairman Robert Deluce, whose airline remains grounded. However, talks with WestJet Airlines Ltd., Air Canada and other industry players have yet to happen, according to an industry source who is not being identified because they are not authorized to speak publicly on the matter. James Bogusz, chief executive of Regina Airport Authority, said he is “hopeful” talks on federal aid will begin soon, but “there hasn’t been … any new dialogue with the federal government.” “I’ve heard nothing. It’s frustrating,” said John McKenna, head of the Air Transport Association of Canada, which represents 75 air operators and dozens of industry stakeholders, including Sunwing Airlines and Flair Airlines. “Nothing has happened on our side,” said Christophe Hennebelle, a spokesman for Montreal-based leisure carrier Transat. “We are very eager to begin discussions, of course, but there has been no reach-out on the file.” Mr. Hennebelle said it came as no surprise the government wants to link aid with refunds. Transat is holding $564-million as of July 31 in customers' fares for cancelled flights. The airline would be “delighted to be in a position to refund our customers. If the government wants to help us doing so, we are certainly game,” Mr. Hennebelle said on Friday. Air Canada Air Canada has $2.3-billion in prepaid fares, including cancelled flights, according to company documents. A spokeswoman for Mr. Garneau did not address questions on the timing and subject of the negotiations. “Our government is developing a package of assistance to the air sector,” said Livia Belcea, Mr. Garneau’s press secretary. “Further details regarding any financial assistance would be announced in due course.” WestJet and Air Canada declined to comment. As a large country, Canada needs to ensure it has a healthy airline industry to support its economy in addition to the sectors it supports, such as hotels, taxis, airports and travel agencies, said Barry Prentice, a transportation professor at University of Manitoba. Widespread use of a COVID-19 vaccine is needed before demand for travel will return to prepandemic levels, he said. Mr. Garneau signalled talks were to start in a statement he issued on Nov. 8. The statement, which came as a surprise to the airline industry and its customers, said any airline aid would come with a significant requirement – that the carriers give back customers' money for flights cancelled amid the pandemic. This marked a reversal for a government that previously said it backed the Canadian Transportation Agency’s statement that vouchers or credits – not refunds – for flights cancelled by airlines were an “appropriate” remedy amid devastating business conditions. “We will ensure Canadians and regional communities retain air connections to the rest of Canada,” Mr. Garneau said in the release, which was a response to calls Air Canada began making to provincial and federal government officials in the previous days. Air Canada had advised governments of its intention to cancel 95 routes, domestic, U.S. and international, and pull out of another nine airports, moves that risked isolating parts of the country, in an effort to reduce its cash burn of about $13-million a day. The cuts were to be announced on Monday morning, when it reported a third-quarter loss of $685-million, the sources said. In the end, Air Canada backed away from making the cuts, and acknowledged Mr. Garneau’s intention to proceed with sector-specific aid talks. But the airline issued a warning of its own, and signalled the high stakes involved in the negotiations: “We are deferring the additional route suspensions and station closures pending the progress of those discussions."
  7. Preliminary investigation suggests a classic Controlled Flight into Tree.
  8. My observation is that non-routine communication between pilots and ATC is often not understood on first transmission. Most aviation communication is routine, which means that despite the narrow-frequency range capability (limitations!) of the amplitude modulation technology of airband VHF comms, when hearing a close approximation of what we are expecting to hear even if the transmission is not entirely audibly clear, our brain can fill in blanks to acceptable accuracy--something that takes a bit of experience. If, however, an unexpected transmission is made, either in content or timing, it is often not immediately understood. Even warning that non-routine communication is to be expected (like preceding the transmission with a Mayday) often results in a "say-again." That may be what happened here. NavCanada may have misheard what the pilot radioed.
  9. Alberta. 267 dead of C19. Average age: 83. Average comorbidities: 3. Life has a price tag. We don't like to talk about it. That price tag is a fraction of what we are currently paying. Our children's children's children will be paying for this.
  10. No idea on first question. Can you elaborate? Checklists make no mention of the use of bank angle to prevent or manage nose-high attitude, always good tactic to keep in your toolbag, although AOA would remain the same regardless of bank angle, no? Current FCTM states that "in extreme cases it may be necessary to aerodynamically relieve the airloads to allow manual trimming." There's also mention of changing speed towards the in-trim speed to relieve effort required to trim. In practice, anything more than several seconds of unnoticed runaway stab trim can require significant effort to hold the aircraft level. And manual trimming can be very difficult gusting near impossible when such a force is applied through the control column. If no other technique to retrim works, what does work well in an AND mistrim is to slowly pitch up to about 20 degrees nose up, relax the control column pressure, and manual trim like mad (can we still say that?) The effort to pitch up to 20 degrees nose up is only very slightly more difficult than holding the aircraft level. When the air load is removed from the elevator (unloaded), the manual trim is as easy to move as on the ground. A few cycles like that and you'll have 'er trimmed out good and proper. ANU mistrim would obviously be handled with a pitch down then relax. This technique is detailed in the 1982 FCTM and earlier versions as a technique to use if other methods fail and is referred to as the "roller-coaster" technique, although if done gently and smoothly, there is no significant deviation from 1g. Why reference to the technique has been removed from later versions is a mystery to me.
  11. Yes, seen over northern Ontario some time ago, perhaps 2 years. ATC said distance 35 miles, 2 o'clock, Google balloon testing internet access. Had no trouble seeing it at that distance, so must be large.
  12. Lovely. I've seen barrel slinging like this before, but with more finesse.
  13. https://www.aerotime.aero/clement.charpentreau/24788-fighter-jet-crash-averted-by-defect-in-civil-ejection-incident Summary here: On March 20, 2019, a civilian passenger was accidentally ejected from a twin-seat Rafale B fighter jet as the aircraft was taking off from Saint-Dizier 113 airbase, eastern France. The final report of the French investigation bureau for State aviation safety (BEA-E) on the incident outlines a chain reaction of both human and technical failures, one of which unexpectedly prevented the fighter jet from crashing. The civilian passenger, identified by the report as a 64-year-old employee of a French defense manufacturer, was offered a discovery flight on a Dassault Rafale B fighter jet as a surprise by four of his colleagues, including a former pilot of the French Air Force that organized the gift. ...The passenger was examined by a doctor four hours before the flight. He was declared apt to participate in the flight, under the condition that he would not be submitted to a negative load factor. That information was not communicated to the pilot. The civilian was already nervous when he entered the cockpit, with his heart rate recorded between 136 and 142 beats per minute. The investigation found that the safety checks of the passenger had been approximate at best. He carried out most of his installation into the cockpit by himself. As a consequence, his visor was up, his anti-g pants were not worn properly, his helmet and oxygen mask were both unattached, and his seat straps were not tight enough. Following orders of a regular training mission that involved two other Rafales, the pilot took off and climbed at 47°, generating a load factor of around +4G. Then, as he leveled off, he subjected his passenger to a negative load factor of about -0.6G. “Discovering the feeling of the negative load factor, the insufficiently strapped and totally surprised passenger held onto the ejector handle and activated it unintentionally,” states the report. During the ejection, the civilian lost his helmet and oxygen mask. Due to a technical flaw of the seat, the dinghy failed to inflate, but fortunately, the incident happened above land. The passenger sustained minor injuries. The BEA-E states that the absence of experience and the lack of preparation due to the surprise caused a lot of stress on the passenger, who had “never expressed a desire to carry out this type of flight, and in particular on Rafale”. The victim said he was given close to no possibility to refuse the flight from the moment it was announced to him. The social pressure of his colleagues also contributed to the stress. Additionally to the mishandling of the passenger, the incident revealed something else: a malfunction of the ejection seat. The fighter jet was set up to, under normal conditions, eject both the pilot and his passenger when one of them pulls on the ejection handle. The BEA-E explains the procedure of a Rafale double ejection in four stages: first, the back canopy is shattered by a line of explosives embedded into the glass, before the passenger seat is ejected. Then, the front canopy is also destroyed, and the pilot seat is the last to leave the fighter jet. But in this case, the last stage failed and, despite his canopy being ejected, the pilot remained in his seat. Local media reported at the time that the glass of the canopy had slightly injured his hands. Nonetheless, he remained master of his aircraft. “He then remained calm to pilot his plane despite the multitude of failure messages that the on-board computer displays and an unusual aircraft centering following the loss of the rear seat and the canopy,” says the investigation, which analyzed the radio recordings. Strictly following the safety procedure, he set his transponder on 7700, avoided flying over inhabited areas, dumped fuel and landed successfully back at the airbase. He then evacuated the cockpit by himself, fearing that the ejection seat could activate at any time. A safety perimeter was established around the Rafale for 24 hours, after which the ejection seat was defused. https://www.defense.gouv.fr/content/download/580401/9905742/A-2019-03-I.pdf
  14. My first thought was, "I'll have what she's having." My second thought was, "I don't think I'm allowed to." Sounds like someone who would vote for someone who knows how "the budget will balance itself." In fact, she might make a fine cabinet minister in said government.
  15. Damage from deadhead (tree) can be seen in video I posted above.
  16. Sounds like the hit a deadhead in the water.
  17. Our family renewed last fall when the window for renewal opened. Uneventful, completely comfortably before expiry.
  18. CADORS 2020O0353 The pilot of a Bearskin Airlines Fairchild SA227-DC (C-GJVB/BLS344) from Dryden, ON (CYHD) to Sioux Lookout, ON (CYXL) reported a loss of control during take-off, resulting in the aircraft sustaining damage. One minor injury was reported
  19. I hand-fly to about 14 000 most departures, and find that the FOs that need the practice the least, do the same. To be clear, I do need the practice. Perishable skill and all. Agree not many 738 overruns due braking performance. Landing fast is not ideal but can be managed. Land long, and there's not much hope of staying on the hard surface. Land long, and there's a higher chance other items will be delayed or forgotten, like reverse thrust. Given the sheer number of 738 overruns, you'd think Boeing and the airlines would hasten towards implementing and installing RSAT/ROPS or some version thereof. I don't think it's a matter of changing SOPs, and I'm not optimistic pilot technique will improve, once again a technology might help, like EGPWS and TCAS. Boeing Runways Situation Awareness Tools Airbus Runway Overrun Prevention System
  20. Thanks very much for sharing this, Don. Your link may be broken, is this the document? Report of the Flight Crew Human Factors Investigation for the DSB TK1951
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