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Vsplat last won the day on October 18 2016

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  1. Well, it it IS a C-Series order AND the Minister attends, I think it would be fair to ask if the recent loan was tied to the deal. That's a lot of if's joined by and's. IF all of that is true then I would expect questions like the ones already being raised by Embraer to intensify. Further questions might arise regarding the attendance of the Minister at a specific airline announcement. Not exactly cash for access but the optics? Hmmmm. Vs
  2. De-icing would be a treat....Not sure how you'd avoid sucking a ton of fluid through those engines with such a wide, flat and contained area ahead of them and empennage above. Vs
  3. J.O. I think we are saying the same thing. My comment was simply about fraud. The verification letter, while limited as you say, at least deals with that one aspect - what the license says matches what it should say. To be clear, Canadian pilots have, on occasion been caught for altering their own license, though the last case I know if predated the current passport format. Regulatory violations are an interesting sidebar. Up to a point, violations won't affect a license. But a suspension would show up. Vs
  4. boestar with respect, I disagree with two of your statements. First off, as ICAO has an international agreement on licencing, one most certainly CAN verify from the state of issue that a licence was issued. Beyond that, many jurisdictions apply some form of testing (e.g. written examination on air regs) to those seeking to exercise commercial privileges aboard aircraft registered in their state. While that is not foolproof, it does serve somewhat to deter fraud. Second, this is not, at least among the pilots I've spoken with recently, primarily about jobs and pay. All pilots are affected by safety problems in any one of our operations. Whether it's in the same flight deck, where poor decisions or handling open that flight to risk, or indirectly, via something like a runway incursion or failure to follow a clearance, admitting an unqualified or unfit individual into operation can have immediate, far reaching and significant consequences. Even this individual, though thankfully incapacitated before things got too far (this time - begs another question), has, through his behaviour, called the profession into question and prompted an industry-wide reaction from the Transport Minister. So no, it's not about the agenda to reduce or eliminate foreign pilots. It is, at its heart, about the reduction of risk. IMO Vs
  5. Well said. Vs
  6. No argument that voters vote 'out' more than they vote 'in'. I just hope and wish for less apocalyptic twitches from future voters expressing their collective irritation with a leader. Vs
  7. O'Leary might have had a chance if Trump had not run. As it is, he's already late to the game of disrespecting the process (entering late just to avoid a debate he would have looked weak in) and the US is slowly waking up to what happens when you confuse reality TV with real life. By the time the leadership race is really underway, the twitterverse will be smouldering. But then again, one should never underestimate the power of ignorance and base emotion. Vs
  8. Can someone here break down for me why the case was so compelling for AC to choose the MAX over the 320 neo? I understand aircraft buyback was a factor, but judging from how quickly the 190s found a new home, surely this was not the only consideration. Vs
  9. Kip, based on your clarification, I believe I got your meaning correct. Please read the recent developments regarding YHZ and the numerous attempts to assign negligence wherever it may stick. I assume you have read the TSB report at MBJ and the numerous places it cites crew deviations from SOP. Do you really want to link that context to YHZ in any way without knowing the facts? We have had this type of discussion before. Do I wish official reports could be done more quickly? Perhaps, but not at the expense of accuracy. The TSB is as under funded as it gets. That is no secret. If it is any consolation, major airlines generally assign delegates to the investigation and, to the extent everyone respects protocol, those who need to know about a pressing threat surfaced in the course of the investigation generally find out as soon as possible. The rest of us just need to wait for our tax dollars to work. Vs
  10. Kip, I don't know why you would speculate on HZ this way. IMO it is unfair to the crew and, quite frankly, throwing needless fuel on a litigation fire. You will no doubt see the differences between a visual approach on a VFR day to a warm destination and a minimums IFR approach on a cold day in a snow storm. And, of course, rather different outcomes. There is an active TSB investigation in progress, please just let it continue. Vs
  11. Trader, one need look no further than yesterday's headlines to see your point: Transport Canada trying to avoid co-defendant status in the YHZ accident by stating they really have no direct responsibility for safety. That ought to be chiseled into a corporate tombstone in Tower C as the epitaph for a multi-layer regime change. Remember the onset of the era of 'a real manager can manage anything'? A failed experiment limping somewhere to die. Instead of real and relevant decisions, we get cotton candy and spin-speak. But I digress.... Vs
  12. The devil will be in the details. IMO though, many states are already doing some form of the recommendations posted above, but in an uncoordinated and sometimes misguided way. At least knowing the standard will forewarn crews what to expect. As for the psychological side, in many ways this is another exercise in trying to know the unknowable. What can one say about the the future mental state be of an individual based on what is seen today? If they solve this, imagine the crimes we could avoid. Shades of 'Minority Report'. Vs
  13. Interesting to see a certified design again. This is vaguely reminiscent of the old Rotary Air Force kits, but I like this one better. As for timeline since the last certified gyroplane, I wonder how long the Air and Space 18A has been out of production. That aircraft actually had a form of a collective pitch and an actual cyclic control, unlike most kits. As a result, it was far more stable and could actually lift off vertically. But it was also heavy, complex and thirsty. The thing that has always struck me about this class of aircraft was the polarity among pilots. Those who said it was simple as dirt, and those represented by the bereaved. There did not seem to be much middle ground. I was never sure if this was due to design, materials, skiil when building the kits or flight training. After watching the video though, I must admit I could picture myself on one of the nine or so days between icing seasons just having a great time ;-) Vs
  14. Specs, you are correct, TA/RA is active now for PRM approaches.and incorporated in PRM training. Where an abnormal condition in compatible with TCAS or GPWS, the associated procedure normally incorporates setting or disabling the related system - for example, most single engine cases will have the crew turn the TCAS to TA only, as they can't really respond properly to an RA. Flap issues may affect GPWS modes, etc. Air Data system failures can create a whole host of spurious warnings. Vs
  15. Perhaps. I had not heard this. I'm not sure what yardstick is being used as reasonable. It might be that the thresholds are different due to the unusual handling or performance profiles of some military types, but that would be just a WAG. Vs