Eclipse Awareness

While I think it's kind of cool that our moon and sun are just the right size and distance away to do this very neatly, I'm not awed by solar eclipses. I prefer lunar eclipses, because you can watch them safely without projecting them or having special glasses.

I was flying during the eclipse yesterday, although not through the path of totality. A bit before it, a pilot asked air traffic control, "what time is the eclipse at this latitude?" I think he meant longitude. Pilots ask controllers everything. Hockey scores, election results, what's that lake in front of me called? The controller said, "I think it's happening now where we are at the Centre. Some people just went outside on break with the glasses." As you would have expected, air traffic controllers are smart enough not to stare at the sun.

It might have been starting then. Or maybe a bit later. It got a bit darker. I turned the cockpit lights on and concentrated on not looking out the window in the direction of the sun. Eventually it got lighter again. Then the earth turned some more and it got darker again. I'm pretty sure that it will be lighter again in the morning.

Cessnas and Lying About the ATIS

Yesterday I was inbound to an airport overseen by a Flight Services Specialist. I don't know if other countries have this. There are no controllers, but there is highly trained person in the tower, dispensing altimeter settings, and traffic information, and generally doing everything a tower controller does except issue clearances and instructions. They make recommendations that you would be wise to follow, but if the FSS says, for example, that winds are 150 at fifteen gusting twenty-five, and the preferred runway is 15, the pilot is totally free to declare that she is landing on 33.

The FSS told me, when I was fifteen miles out or so, that there were two Cessnas in the circuit. One of them called final as I neared the field. I washed him do his touch and go, and kept him in sight, so that as I crossed over midfield I was able to say, "I have the red 172 in sight."

"They're both red," the specialist said somewhat acridly. "The other one is at the hold short line." So firstly he knew which one I had in sight, even if the identifying characteristic I chose wasn't distinguishing, and secondly, how is an aircraft at the hold short line--on the ground--considered to be "in the circuit"? It's okay. I'm an incurable smartass, too. I join downwind, ahead of the airborne red Cessna, and land. I refuel and taxi out again. A different specialist is on the radio. She tells me that there are "two Cessna 172" in the circuit. I find it curious that she considers C172 to be an inherent plural. I imagine this being something she feels strongly about, and that she argues for her position at sufficient length that others shrug and humour her sometimes. I mentally run through different aircraft types and try to think of any that I would not make explicitly plural. I do not ask her if either or both the C172s are red, and I depart straight out without seeing either.

I'm on my way to an airport with an actual control tower. I tune the ATIS and note that it is information Hotel. I also note that it's four minutes after the hour, and the ATIS is over an hour old. I know that this particular airport labels their ATIS on the hour, but often doesn't change it until a few minutes past. I'm still twenty minutes out of the destination, so I'll have to pick up the new ATIS before I check in. A few minutes later I hear WestJet checking in on frequency, "with India." I retune the ATIS and listen. It's identical to Hotel, same winds, same altimeter, same multiple cloud layers, same tedious NOTAM about the new rule about STARs being changed back to the way it was, "inform ATC on initial contact that you have information Hotel." What? "This is airport information India ..."

It's not that uncommon to be on frequency right as the ATIS changes letter. But it takes defiance of the laws of spacetime for Westjet to pick up India while I'm still hearing Hotel. Unless the ATIS is available by ACARS. Can you get ATIS by datalink? I don't know. It's also possible that one pilot wrote down the ATIS and the other one read the H sideways and got I, or that they heard Hotel far back, saw it was coming up on the hour, and knew they'd have to pick up India, and then forgot they hadn't. Or that they just flubbed the letter. Or they lied. I think they lied. They didn't want to listen through that tedious NOTAM that every Canadian airport with a STAR has up right now. I don't blame them. ATC would have said on frequency if the new ATIS involved a runway change, a significant change in weather conditions, or the like.

It Can Happen to Me

I think this is the US Air Force base where I had my KC130 sim time, blogged about here close to ten years ago. It's possible that one of the young, keen US military pilots I witnessed learning to land the beast was on board today. It's likely that one of my readers has a connection to someone on board. My condolences.

Oops, I messed up my HTML on the first attempt and the link didn't post.

The article mentions a previous Herc crash attributed to an item jammed in front of the yoke to prop up the elevator. That resonated with me, because pilots do stuff like this, stuff that seems perfectly reasonable at the time, which can come back to bite us later. I couldn't write a list of all the things that I have inadvertently got stuck in all the parts of an airplane that could have caused me grief but didn't. The wrong bout of turbulence, the pen dropped just wrong, something else compounding the problem, and that giant, beautiful, stable airplane rolls up into a ball of snot and aluminum.

They'll find out what caused today's crash, and it will be something humans did, or didn't do, missed seeing, or didn't know how to plan for, or miscalculated, because airplanes only do what we and the laws of physics tell them to, for as long as their components hold out.

Salami is not a Dangerous Good

Struggling to make Transportation of Dangerous Goods legislation less stultifying for my folks than it was in the course I took, I worked to make the in-house course interesting, maybe make them laugh a little. I was working with a bureaucrat to get it approved, and it looked like we had it almost wrapped up. I sympathized with her about having to read these tedious plans, made the corrections she requested and submitted it. I think she appreciated it being not the same boilerplate as everyone else had. Then came a new e-mail from someone else, excerpted below.

Hello Mr. Aviatrix,

Please note, I have taken on the TDG review process of [your company] COM from [nice bureaucrat], and she is no longer involved. I will require a revised copy of 16-0090E prior to a full review proceeding.

[...]

There are several highlighted answers on the exam that are incorrect and others that are not of suitable difficulty for an air operator. For example, question #14 - salami is an inappropriate response as a potentially regulated substance.

[...}

All COM document submissions are considered legal documents and are fully discloseable in the event of an enquiry. This should be considered when adding unnecessary commentary.

Transport Dangerous Goods Inspector

There is nothing in my COM that I'm not proud of, including the humour. If something is interesting, people will remember it better. The administrative overhead required to give my folks an interesting dangerous goods course may be more than I can spare, forcing them to take the dull online course I took. Cockpit Conversation readers are, however, invited to suggest appropriate incorrect responses to a question asking test takers to identify the regulated substance from a list.

And I have a request for you. If you're not sure of someone's pronouns or term of address, and you can't be bothered to ask a colleague who has worked with them what it is, or otherwise look it up, don't just assume the person is a man. If you do, you might just be the lucky hundredth person to do that to that person, and eventually someone is going to invent a way to punch people through the Internet.

Never forget that "salami" is an inappropriate response.

NOTAM of the Week

170201 CYCD NANAIMO HARBOUR(WATER)
CAC8 AD CLSD DUE BATHTUB RACE
1707011745 TIL 1707011815

Because apparently that's how Nanaimoians celebrate Canada Day.

Q-Tips and Canoes

En route to a busy GA aerodrome, I checked the ATIS and started setting up for the runway in use. I needed one more approach before the end of the month to maintain my IFR currency, and was planning on flying it simulated just to get that box ticked. The time then passed the top of the hour, so I checked again, and discovered that the runway with the approach was now "closed per NOTAM" and the cross runway, with no instrument approach was in use. Unexpected, but perfectly manageable. On final I saw a light twin and a pick up truck on the grass at the side of the runway. Something had not gone well for someone.

I landed without incident and taxied to the FBO, where we learned that the disabled aircraft had had a gear collapse, a term which the FBO staff seemed pretty sure had been applied euphemistically to a situation where the pilot had neglected to extend the landing gear. The poor airplane was lifted back to its wheels and towed past the windows of the FBO, where I pointed out to my non-pilot co-worker the characteristic Q-tipped props of an aircraft that lands gear up with the engines powered. I paused as I wrote that. Of a propeller, Q-tipped refers to the ends being bent over. I've always called them that, and I remember the first time I saw a Q-tipped prop, on a fixed gear single whose pilot had tried to make it stop flying and land on a short runway, rather than going around and trying again with a better short-field approach. I think someone with me must have called them that, and I absorbed the term. Searching for an etymology, I discovered that there is a company that makes Q-tip propellers on purpose (and a funny story about an FAA inspector who didn't know that). Trying to find when they were invented, to help determine whether the company was named after the condition or vice versa, I wandered down a rabbit hole of the history of the tip-fin propeller, invented by J.J. Kappel, initially for marine applications. If anyone knows when they were first put on airplanes, let me know. I had to escape from articles like this one before I got wrapped up in the physics. This was meant to be a quickie blog entry.

So we're watching the remains of this once-airworthy vessel towed past, and the FBO staff are all fixated on it. One of them is scrambling for a ramp pass so he can drive down and check it out. My co-worker is confused about the excitement. "Remember how much we had to spend to get the engines overhauled on [the new plane we just bought for our fleet]?" I asked my co-worker. "The engines on the gear-up plane, no matter how new they are, are done now." The force of the prop strike bends and breaks other components of the engine.

"But what's the spectator value?"

I thought about it a while and finally came up with an analogy he could appreciate. He's an outdoorsman. "You know when someone drives their van into a parking garage or under a bridge with a canoe on top? No one is hurt, but the canoe is destroyed, and the van is damaged, and the person who did it is in emotional pain from how stupid they just were, and how much money they just destroyed. And everyone comes to look, and take pictures. You feel the pain, and you're so glad it wasn't you, because you know it could have been you." He got it.

Flare Stack Unserviceable

I love this NOTAM. It's in oil country, just north of Edmonton and advises pilots that the flare stack, a pipe with gouts of flame shooting out the top, is currently not doing that thing. One often sees NOTAMs for things that are on fire, so one for something that is not on approach fire amuses me. I can think of two possible reasons why it is NOTAMed. One is that pilots are using the stack as a navigation beacon for night VFR, and the other, more likely one, is that the stack is close enough to the Josephburg aerodrome that its lack of illumination could cause a hazard for aircraft maneuvering to land. I've used Josephburg and remember the plant just past the runway, but not that the stack was worrisome.

160266 CYEG EDMONTON/JOSEPHBURG
CFB6 OBST FLARE STACK FLAME U/S 534751N 1130559W
(APRX 4 NM N AD) 310 FT AGL 2354 MSL
1604051926 TIL 1604191900

And then there's this one.

CZEG AIRBORNE LASER ACT IN AREA BOUNDED BY
81N 90W-81N 70W-78N 70W-78N 90W-81N 90W. ACFT AT 1500 FT AGL.
LASER BEAM IS PROJECTED FM ACFT IN THE NADIR DIRECTION. LASER BEAM
MAY BE HAZARDOUS IF VIEWED DIRECTLY ON AXIS WITHIN 935 FT OF ACFT.
THE BEAM WILL BE IMMEDIATELY TERMINATED BY THE OPR IF ANY ACFT ARE
DETECTED THAT MAY ENTER THE HAZARDOUS AREA.
1604181100 TIL 1604181900

So long as you're 936 feet or more away, there's no hazard. I don't know where they came up with that. It's 285 m, so not a really round number there, either. Also the airborne laser thing isn't me anymore. Used to be. But never that far north. I think the Canadian Armed Forces are testing a super weapon to stop the Russians from coming in and messing with the Canadian Arctic. Another line of defense, should they make it past the trained polar bear attack squadron, and the Rangers in bunny hugs.

Great Cover Letter -- Too Bad You're Lying

I have three jobs right now, all of which are very awesome, and all of which involve learning new things and writing reports, so blogging is not something I especially need do right now. I regret this a little bit, because I'm very fond of you all, and you have helped carry me through lean times when I didn't feel as appreciated in my real life as I do now. Sometimes I want to tell everyone, including strangers on the Internet, about how much fun I'm having, but there's not a lot I can talk about. Also, just as the more successful a stand up comic becomes, the more her jokes pertain to hotels and airlines, the further along in her career a pilot gets, the more her story pertains to paperwork and management. Sometimes I want to tell specific people things, but those aren't always appropriate, either. This person, though, I think I'll talk about to you, because it's not appropriate to talk to them.

Once upon a time, when a person applied for a job, she put together a resume of skills and experience and then took it to a place to get it copied however many times she thought she could afford stamps for. Then she wrote a cover letter for each potential employer, highlighting for them the aspects of her resume that were most appropriate to the particular company. Cover letter went on top of the resume, then they were folded together and placed in the envelope. the envelope would be the first thing the employer saw, so of course a person would address it neatly, make sure she had the correct name and address, and I used to look for special stamp issues with airplanes on them and use those. I figured that chief pilots would be attracted to stamps with airplanes on, the way I was. By the time I was looking for my second job, it had become normal to just fax the resume and cover letter. I mention this, because nowadays resumes are typically e-mailed to potential employers, but the wisdom applicants receive from their parents or mentors may not include the fact that there is now another layer of presentation: the e-mail message itself.

Step one of e-mailing your resume to a potential employer is not sending it from the e-mail address you made up when you were in grade eight. SuperStud69@hotmail.com does not say great things about you. You would not believe how many e-mail addresses I see in that vein. But let's say you have a sober, mature e-mail address. You need to write something in your e-mail. I will never open an attachment to a blank e-mail, not from a friend, relative or a stranger. If there's nothing in the e-mail that indicates the person knows who I am I delete it, no regrets. I do open pretty much all e-mails from job hunting pilots. I've been there. But adding "2000h TT," or "Current [type] PPC," or whatever you know your prospective employer needs will help you get looked at. The content of the e-mail determines whether I go to the next step. Think of what is written in the body of the e-mail as you convincing me I should open the attachment and look at your resume. Don't make it the equivalent of "you won't believe how many hours this pilot has." I don't see anything wrong with copying the body of your cover letter right across to the e-mail body. That's the letter you took time crafting.

Here's what was on one recently:

Dear Sir/Madam [...] I have learned about this company online, and have familiarized myself with the aircraft fleet.

Right there, right there in the first paragraph, the candidate has lied to me. My information on our company's website make it clear that "madam" and not "sir" would be appropriate. What did they learn about the company online? The complete lack of reference to what our fleet is composed of strongly suggests that the candidate did no such thing. Why does it matter? If I were to hire this person, they would have to sign a form before each flight stating that they have familiarized themselves with NOTAM and weather for the route of flight and verified that the aircraft is in weight and balance limits. They expect me to turn the page and believe the numbers they have written down for their experience, when they have already lied to me today?

Am I, who got hired for her first job with a resume bearing a spelling error, playing this game too harshly? Maybe. Maybe it's petty. I looked at the resume, and the person had some really relevant experience (which had they actually researched the company they would have been smart to put at the beginning of the cover letter, or even in the subject line). The total time was really low. If the cover letter had showed they cared, I might have opened a dialogue with them, passed the resume over to another company that we hire from. But I didn't. I worried a tiny bit that they would see this and then go back and actually look at the websites of all the companies they sent the generic cover letter to, to find out which ones had a female in my role, so they could out me. But given they weren't willing to do that much research towards getting an actual job, they probably won't do it for a minor act of vengeance. Plus that's not a very distinctive opening line. There's probably a flight college power point slide somewhere that a whole class copied it off of.

My Accomplishment for the Week

This week I have assessed the scope of required revisions to TDG Act training, helped the PRM analyze the root cause of audit findings, verified the capabilities of an FBO in another province to service our aircraft, met with control tower supervisors, and checked the insurance coverage on an airplane that will not be flying this year. You'd think I was a fricking grown up.

I also flew an airplane a couple of times. Remember when I used to go to work in order to fly airplanes? How did I get here from there?

If you are at the beginning of a pilot career, and you have skills you are willing to contribute related to scheduling, regulatory compliance, training, or management of manuals, highlight this on your resume. If I knew then what I know now, I would have walked into the office of the chief pilot of my choice and parlayed my previous experience managing revisions of regulatory compliance manuals into a PPC. I could have had quite a different career. Or maybe I would have ended up here sooner.

But that was not my accomplishment for the week. It was this line in a comment on an older entry of this blog:

Reading your blog inspired me to give pilot career a one more shot and went on with the training. Now I am a training captain in a real airline.

Wow. I inspired someone! Finding out you're inspiring is even better than chocolate. If someone inspired you, even if it was a long time ago, or even if you think they are too famous or important to care, consider sending them a note.

Jean-Paul Vinay

This post is about Jean-Paul Vinay, a Canadian whose work is used worldwide, but most people ho use his work have never heard of him, and credit it vaguely to "the military." He was a linguist, not a member of the armed forces.

In 1950, he founded the department of linguistics at the Université de Montréal where he set up the university's linguistics program as well as courses in translation and interpretation. He served as chairman of the department until 1966. In 1968, he joined the University of Victoria in British Columbia and headed their linguistics department. He retired from the university as Emeritus Professor of Linguistics in 1976.

In 1958, he co-authored Stylistique comparée du français et de l'anglais, a comparative stylistics textbook considered to be a pioneering work in translation pedagogy. The work is recognized internationally, has recently been translated into English and is still used in translation and linguistics courses today. In addition, he was the editor-in-chief for The Canadian Dictionary/Dictionnaire canadien, published by McClelland and Stewart in 1962.

Jean-Paul Vinay is considered to be among those who have profoundly influenced the development of translation in Canada. He died eighteen years ago today, in Victoria, British Columbia on April 10, 1999. Translation style guides are very important in Canada, and people in his field and family probable honour him for those, but that's not the achievement I'm referring to.

He's the guy who designed the ICAO radio phonetic alphabet. His original 1952 version ran Alpha, Bravo, Coca or Coco, Delta, Echo, Foxtrot, Golf, Hotel, India, Juliet, Kilo, Lima, Metro, Nectar, Oscar, Papa, Quebec, Romeo, Sierra, Tango, Union, Victor, Whiskey, Extra or X-extra, Yankee, Zulu.

So yeah, for anyone familiar with today's version: Coco, Metro, Nectar, Union, and Extra are pretty odd. People didn't like them, for various reasons, and we settled into the current version. I found this discussion of the choices of words interesting.

The tendency of infer that because a word may appear “bad” in isolation, either phonetically, structurally or because it is unfamiliar and that its replacement by an apparently “good” word will achieve an improvement, is one to be considered with the utmost caution. The criterion as to whether a word is “good” or “bad” is fundamentally the measure of its success in relation to all the other alphabet words (and with spoken numerals), together with its success for transmission in noise. For example, the word “”FOOTBALL” has a higher articulation score than the present spelling alphabet word “FOXTROT” i.e. it is correctly identified when it is spoken, a greater percentage of the time. “FOXTROT” however, is the preferred word because it is less often erroneously recorded when other words in the spelling alphabet are spoken; therefore, the overall intelligibility of the alphabet is raised by using “foxtrot” rather than “football”.

I wonder what Q would have been had a non-Canadian concocted it.

Overflow Valve

I didn't really send it. I wrote that last blog post right after completing the form, and I really wrote that on the form, but in the sober light of the next dawn, before the Purolator truck arrived, I was hit by a fit of sanity and reprinted the pages on which I had expressed my personality and frustration, replacing them with blandness.

In the same vein, when today I received the form letter telling me "Good afternoon Mr. Aviatrix, Your submission has been received and will be sent to a regional TDG Inspector for review. The inspector will contact you if they require more information or corrections to your documentation," I didn't write back asking, "Is it your department policy to address all persons in authority by male honorifics, or is that an individual initiative on your part?"

Also I went for a nice little flight today. We brief an emergency procedure before every flight, and today it was an engine failure before rotation. "Okay," I said, "so we're rolling down the runway at full power and for some reason we need to stop."

I paused for breath and my co-worker said, "Coyote on the runway," at the same time as I added, "Maybe there's a coyote." Great minds think alike. "So, clearly there's a psychic coyote on the runway." The runway here is long enough to stop after reaching rotation speed, so I brief that I pull power idle, brake as required, tell ATC, and get off the runway to try that again, once the brakes have cooled. I also brief the full procedure for if an emergency stop were made on a runway too short to accommodate it, necessitating magnetos off, fuel off, inform ATC and electrical off, then evacuate when the aircraft is done crashing into whatever is past the end of the runway. If the day starts somewhere that an engine failure on the roll could leave me without braking room, I brief to the specifics of the environment.

After run-up I was held short of the long taxiway because the controller said, "there are a couple headed your way." I hear other people call for taxi and also get held short, so I move up a bit so there is room for whomever is behind me, but not so much that there isn't room for whatever the couple I'm waiting for are. Not a couple of coyotes, though. Turns out to be a Navajo and a Beech 1900. Once they pass I am given clearance to taxi, and discover I'm catching up to the aircraft ahead of me. Kind of unusual for me. I taxi slowly. They turn a corner and I see that the slowpoke has a foreign registration. That makes sense. Tourist. The locals and the people who come here often enough to know the coyotes by name taxi fast.

I get my clearance and depart. There are no literal coyotes. Today.

Like Chocolate for Manuals

So I had to revise a manual, create a document and complete a thirteen-page form because of a regulatory change. I was not impressed. The final page of the form suggests that I "Please provide additional information that may assist Transport Canada in their review."

I found chocolate assisted me in writing this document. Perhaps you will find the same in reviewing it.

I have now potentially outed myself to a Transport Canada Transportation of Dangerous Goods reviewer, and to any blog readers they happen to show it to during the process of assessing the penalty due for suggesting that chemical assistance helps with Transport Canada paperwork.

FAA to the Rescue

I work for a Canadian company that does work in the US, which we're allowed to do under the North American Free Trade Agreement, but not without a packet of paperwork. The worst paperwork is on the Canadian side, but once I've coaxed that through the system, I send the result to an FAA office in the States and they issue me a permit to work in their airspace for the year. Traditionally I send the documents all in, wait a week, and then call to find out what's happening to them.

I followed the procedure this year, and found myself talking to an FAA employee who seemed nice enough, but clearly had no idea what I was talking about. I paused, looking at the e-mail I'd pulled up to get his contact information, and realized that I had called the gentleman who had helped me with this paperwork two years ago, and not last year. I asked, "Did you change roles in the last two years and keep the same phone number?" the answer was yes. I apologized for the intrusion, explaining that he had been very helpful back when this was his job. He asked my company name, and remembered me, and offered to help. A week later he e-mailed back to say that he couldn't see that anyone was working on the file, so he was going to do it himself.

I think maybe he remembered me because my business e-mails have the personality of my blog posts. Here's the one I sent back.

I will literally go home and talk about you, an employee of a foreign government who is doing something I need doing, even though it isn’t his job anymore. This may be the highlight of my day, and that includes the fact that there was pie at the safety meeting, and I finally got Microsoft Word to format the org chart properly. If the world were a just and proper place, there would be medals for this sort of thing.

Oh and he sent that e-mail at 5:30 p.m. in his time zone.

Linguistic FOD

Loose objects on the ground near airplanes have been a source of damage for most of the history of the airplane: they puncture tires, nick propellers, plug air intakes, or are flipped up by the wheels or prop wash and damage other parts of the aircraft. With the advent of the jet engine, the problem became spectacular, because a very small object can utterly destroy a jet engine. When debris on the ground causes damage to an aircraft, it's called FOD. The antecedent of "it" is vague there, because both the debris itself and the damage are termed FOD. We say that a jet engine that has injected some hard object has been "fodded."

Today I was in a lecture on safety in a non-aviation context. The powerpoint ran through a number of types of workplace safety risks, such as those associated with cranes and hoists, and then defined FOD. I think it began, "foreign objects debris occurring near airplanes and helicopters," but I was grinding my teeth and didn't hear it all.

"It stands for Foreign Object Damage!" I lamented to myself. Initially referring to the damage, the term spread to denote the debris causing the damage. I didn't mind that. I thought it was kind of cool that the stuff that caused FOD was now called FOD. But reforming it as "Foreign Object Debris" just bugged me. I self-righteously looked it up, intending to demonstrate to anyone who would listen to me that "foreign object debris" was a weird back-formation. And then I found out that, in the way of most language change, once enough people share a usage, it's not wrong anymore. It's now the way the language works. In this case, the new usage has official certification, cancelling out the old one.

I haven't verified the references, but according to this FOD prevention vendor ...

The “Damage” term was prevalent in military circles, but has since been pre-empted by a definition of FOD that looks at the “debris”. This shift was made “official” in the latest FAA Advisory Circulars FAA A/C 150/5220-24 ‘Airport Foreign Object Debris (FOD) Detection Equipment’ (2009) and FAA A/C 150/5210-24 ‘Airport Foreign Object Debris (FOD) Management’.

Eurocontrol, ECAC, and the ICAO have all rallied behind this new definition. As Iain McCreary of Insight SRI put it in a presentation to NAPFI (August 2010), “You can have debris present without damage, but never damage without debris.” Likewise, FOD prevention systems work by sensing and detecting not the damage but the actual debris.

Thus FOD is now taken to mean the debris itself, and the resulting damage is referred to as “FOD damage”.

This isn't the first time I've been so sure about something that I've gone and done the research to prove it, and discovered that the world has changed out from underneath me. Gotta keep moving. Also, I have at least a hundred things of higher priority than blogging about being wrong, but someone had to know that I USED to be right. Also the fact that what was originally FOD is now FOD damage kind of makes the evolution of the word cool again.

You Can Always Go Around

You might want to play the video as background music while reading or responding to this post. You've probably seen all the clips before, so you don't really need to watch it. The song, however, is good advice. I'm trying to remember the last time I did a visual go around. It's been a while. I think in the last year I've had ATC ask me to go around once when someone was slow off the runway, and I believe I've gone around of my own initiative for a tractor on the runway at an uncontrolled airport, but that may have been from a planned inspection pass rather than an intended approach to landing.

I think my recent go arounds have been more in the nature of five miles back, saying, "eh, the tailwind is too strong for this to work out. I'm going to make this a downwind for the opposite runway." I was prepared to do one not long ago when someone on frequency had reported deer near the runway, but there was no sign of them on short final. The helicopter must have scared them off. I'll be sure to practice a go-around at my upcoming recurrency training.

Cargo Pilot Status

I buy a supply of non-perishable food for crews to eat in flight or when report times are earlier than restaurant times in the remote places we sometimes overnight. Even so-called "non-perishable" food gets stale eventually, so at the end of the season, I usually take the leftover unopened packages, along with my old boots and some new pairs of socks and underwear, to a homeless shelter.

Last year I forgot that season-end ritual, so in preparing for the new season I had several packages of snacks to dispose of. Most have passed their expiry date, and while I know that the food is perfectly edible, and that anyone living on the streets would probably eat far worse things, it felt kind of scummy to give actually-expired food to the shelter. The message of "this is what you deserve" could take away more than the calories gave. I didn't really want to throw food out, though. And then I realized the perfect use for them. I took them to the pilot break room at the cargo company in the next hangar down.

I was on my way back to my office before I realized the status that action assigned to cargo pilots, but I can confirm it is correct. Homeless people still have pride. I've been a cargo pilot.