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canadairguy

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Everything posted by canadairguy

  1. No that was 15005 in 1995. It ended up being ferried to France by an Airbus crew for repairs.
  2. Your point about lighting is valid, seeker. Having said that, the LPV minimums are 101 feet lower than the LOC MDA and you get vertical guidance all the way to the runway. As more and more RNAV approaches are published - most of them with LPV minimums - I think it's getting less and less likely that airports will be installing ILS's in the future.
  3. I'm sorry, seeker, but I don't think that it's the airports that are too cheap. A modern aircraft arriving at Halifax that night would have flown an RNAV approach to LPV minimums, rather than a non-precision approach. It was 2015, after all. Are there still aircraft in the fleet incapable of flying RNAV approaches?
  4. This video was apparently taken 2 weeks before the accident. Sadly, watching it, the accident itself almost becomes predictable. http://m.tmz.com/#2017/11/10/roy-halladay-plane-flying-october/
  5. The article claims the speed was recorded over 4 laps of a 3 km course. I'm assuming a closed course. If the course was circular it would have a radius of about 500 m, pretty difficult to achieve at >500 mph. I wonder how long the course really was.
  6. I'm in Oshkosh and was at yesterday's airshow. Right after the two B29's took off, about 15 B25's took off. The B29's circled at about 2000 feet and the B25's "attacked" the airfield - one after one - at low altitude. This place is amazing!!!
  7. As a former aircraft accident investigator, I firmly believe that pilots (all or almost all or most - I'm not sure which) routinely judge other pilots' accidents or near-accidents as screw-ups. They tend to be quite unmerciful. They do this for their own peace of mind. Once they've judged others' errors or omissions, they can reassure themselves that they're safe. There's no way that they will fall into that trap. The up side is that they actually do mentally file away the error or omission and do what they can to avoid repeating it.
  8. I understand the appeal of retirement and the fact that our lives are finite but I'm really glad that I wasn't forced to retire at 60 or 65. My best weeks still involve at least a couple of days of flying.
  9. I remember investigating an occurrence with a CF A310 at Canadian Airlines in Vancouver. In all of our communications with Airbus we referred to the "accident" and in all of their communications with us they referred to the "incident".
  10. I was an aircraft accident investigator in the CF several years ago. I did coordinated investigations with the TSB, the RAF and the Ontario Coroner. There was a synergy in each of those cases; I am convinced that the coordinated investigations accomplished more than multiple independent investigations could have. Having said that, all of those investigations were trying to improve safety, not blaming or punishing as seems to be the case here. For that reason, it seems that the TSB needs to keep the health and safety investigation at arms length and deny any access to their evidence.
  11. The reason I asked was that a few years ago there was considerable interest in the subject of "functional check flights", which were generally defined as: - flights after heavy maintenance - flights after repair or replacement of major components - flights after periods of storage - flights for acceptance, delivery and lease/owner transfer. FSF (Flight Safety Foundation) got aircraft manufacturers and some operators involved in a steering team and a subsequent symposium. The symposium presentations are available here: http://flightsafety.org/aviation-safety-seminars/functional-check-flight-symposium-presentations Everyone seemed to recognize the hazards of inexperienced, unprepared or rushed crews/flights. As you pointed out, Defcon, there are particular problems using management pilots. It seems that the initiative has "gone quiet" in the last few years so I wondered how the major Canadian airlines would approach the issue.
  12. Interesting report, ILB. Who would crew a similar test flight at AC or WJ?
  13. It was good to see the C Series gain TC type certification this morning. It's been a long time coming.
  14. I just received an email from American Airlines with the following: You can now see the status of your checked bags with your smartphone, laptop or tablet. See real-time information, including when your bag is checked in, on a plane or at baggage claim. All you need is your bag tag number or your record locator. Go to aa.com/baggageEnter your last name and bag tag number or record locatorSeems like a good initiative.
  15. I think you're right, boestar. A simple service bulletin but it comes at a price.
  16. 18 Spitfires and 6 Hurricanes. Can you imagine the sound? http://www.dailymail.co.uk/news/article-3202341/Remembering-Britain-s-hardest-day-Spitfires-Hurricanes-skies-75-years-battle-scuppered-plans-Nazi-invasion.html
  17. I understand that ferry capacity limited the number of daily aircraft slots and that the tunnel will allow increased slots.
  18. Former CPAIR Authorities tend to be sticky about airplanes displaying multiple registrations so I'm guessing that C-registration took place prior to that flight (or someone's really good with photoshop).
  19. It seems odd for it to be C-registered for first flight. In Canada, first flights are all done on TC flight permits. Once the test program is complete, the aircraft gets a TC C of A. The aircraft will normally be accepted by foreign pilots while it's still C-reg (they'll need TC validations to fly it) before being de-registered and then foreign registered.
  20. The Aeronautics Act requires doctors and optometrists to advise TC of potential hazards resulting from a condition or treatment for patients who are pilots, FEs or ATC. https://www.tc.gc.ca/eng/civilaviation/publications/tp185-4-06-medical-740.htm Hopefully there's a corresponding requirement for the law enforcement/judicial community.
  21. We were told a week ago that there's a problem with the iPad iOS 8 - that if it connects to a "tainted" wifi hot spot it will go into a continuous reboot loop. The (partial) solution is to always be in airplane mode while flying.
  22. A fascinating write-up, Inchman. Thanks very much.
  23. I see that 05 and 32 both offer LPV approaches. Non-precision approaches admittedly but with decision heights of 257 and 254 ft pretty good NPAs. That's a rough crosswind on 05.
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