Showing posts with label cellphones. Show all posts
Showing posts with label cellphones. Show all posts

Sunday, March 27, 2016

Hotspots in the Sky

I'm working in a little corner of the sky that includes the top edge of a cylinder of class D airspace that is monitored by a flight service specialist, a slice of class C terminal airspace, and the edge of an area of uncontrolled airspace with its own air-to-air frequency for the low-level local traffic. I checked in with the FSS and they handled me for a while and then decided that I should talk to the terminal controller, to coordinate my movements with inbound IFR traffic. I did so, and tried to monitor both frequencies for a while, but it was an overlapping cacophony of sound. Even turning down the volume for radio tuned to the second frequency, I wasn't sure I wouldn't miss calls on the primary, so I told them I was going to let them go.

When the work was finished there, my next job was in military airspace. Prior negotiation had secured us permission to work in the airspace, so all I had to do was call their controller for a clearance. But just as I was about to do so, we discovered a problem. Data that was supposed to be on board in our computers was not. The data is required to do the work. We have a satellite link on board, which can be used to communicate with company, but only via short text messages, not special format data files. This wasn't an unprecedented situation. I found a community with a cellphone tower and dropped to a suitable altitude to orbit the tower until we had good bars on a cellphone and could set it up as a hotspot to log the laptop into it. The laptop wasn't charging properly and the battery was low, but there should have been enough juice to grab the data. Then I hear cursing from the back of the plane. Windows has decided that this is the right time to download and install updates.

The town with the cellphone tower also has a little airport, with a little tiny terminal. I check runway length and procedures and put my wheels down. It's much easier to download data while on the ground. Also easier to visualize. I caught myself claiming we were "uploading" data, because it had to come up to get into the airplane.

Thursday, August 28, 2014

Bad Technology Day

I've been struggling with my phone lately, not getting text messages, not having it ring when I'm called. An update to the OS did the trick, even though the OS update notes were all for apps I don't use. I heard someone in the air having an equally frustrating time with technology.

"We're struggling with the FMS right now. Can we have direct BOXON?"

The FMS is the flight management system, the magic box that tells the flight director and the autopilot where the airplane is supposed to go. I don't know the clearance that the pilots were given initially, but they were apparently unable to persuade their FMS to accept the waypoint or procedure, so they chose one it would accept to fly towards it while they continued the battle.

I hear another pilot given a hellish multi-stage missed approach clearance including direct to a random sounding lat-long. It's because there is a large swathe of NOTAMed active military airspace blocking access to the normal airways no doubt. Programming a lat-long into the FMS while on approach sounds fun. Not. I screw it up on the ground from time to time. I have to create a user waypoint for the lat-long, can't enter it in the flight plan or direct-to screen. The pilot reads the clearance all back and life goes on. But a while later she comes back to confirm the lat-long. Yep, it's correct.

"The FMS won't take lat-long. Can we go direct [fix]?" she says. Negative, that's in restricted airspace.

"How about [fix]?" That's approved.

We cancel IFR and slip underneath it all.

Saturday, March 29, 2014

Dinosaur Confusion

On the way back to Alberta we're crossing the northern Rockies again. I mention something to my crewmate that I forgot to point out the first time: Dawson Creek is a co-located waterdrome and land aerodrome. "You'll see it as we go by," I promise him. "It looks like the fin on a diplodocus."

"What?" he says.

I try to explain. "The land runway is just an ordinary straight strip of pavement, and the water runway is a parallel ditch, but in order to enable pilots to taxi off the water runway there are also a series of channels in the lagoon for parking."

"And that's a diplodocus?" He thinks it's some strange aviation term.

I say, "Oh no, a diplodocus is a dinosaur. They probably don't exist anymore. I mean, I know dinosaurs don't exist anymore in general, but I expect they've changed the name. It has a big fin, like a sail."

He Googles diplodocus on his phone. Yeah, you can totally get sufficient cell coverage in the mountains of northern BC to google random dinosaurs on your cellphone. And no, it's not illegal to use a cellphone in our airplane. It's illegal to use an electronic device when the pilot-in-command has ordered otherwise. And I haven't. He tells me that the diplodocus doesn't have a fin. He's right. It's just legs and neck and tail.



I admit, "I must have got my dinosaurs mixed up." I had a green plastic one when I was a kid. Later I google "dinosaur back fin sail" and google immediately shows me my dinosaur. It's a dimetrodon.


And you have to admit the lagoons at Dawson Creek look just like its fin.

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By the way, it's Google's fault I don't post so much anymore. I have a quick bookmark that takes me straight to the page that allows me to compose a blog entry, and when I have something to say, I click that button and write at least a draft, before I forget what I was going on about. But over the past few years Google has bought Blogger and other things that I have passwords to, associated variously with my work identity, my personal identity or the identities associated with hobbies, including blogging. So now chances are that when I punch that button, I am already participating in the Google universe in another identity, so instead of bringing up a blank post for me to edit, it tries to get me to join Google Plus under whatever identity I'm currently using. I think pressuring me to join Google Plus is Google's default action when it can't serve me the page I've asked for. The really irritating part is that the page is does serve me doesn't even have the option to log out. So I just roll my eyes and close the tab, and the thought goes away.

And on the subject of logging in, I have disabled anonymous commenting, because the volume of comment spam is now so great that I rarely have an opportunity to read your real comments. Blogger does a pretty good job of filtering out and not posting the spam, but it comes to me for moderation and I have to delete it daily by the screenful. I imagine Google has forced you to be just as ubiquitously logged in, so I hope this won't be a problem for you.

Friday, August 23, 2013

The Moral of the Story

I'm sure many readers of this blog already follow Randall Munroe's xkcd ("A webcomic of romance, sarcasm, math, and language,") but not everyone knows about his side projects, like his what-if blog. In it he answers questions of life, the universe and everything, such as "could an airplane fly in the atmospheres of other planets?" His answers tend to be both amusing and comprehensive, plus you don't need any math to understand the pictures illustrating the calculated success of flights on the various bodies of our solar system.

Turns out Titan is our best bet. It would be even easier to fly there, but too cold. Cold, Randall points out is merely a materials science problem. He says, "I've never seen the Icarus story as a lesson about the limitations of humans. I see it as a lesson about the limitations of wax as an adhesive." Yes, Randall, yes. So many stories ask me to accept baffling morals.

I more than once got in trouble in English class for laughing at stories that were supposed to be sad, or just being plain baffled as to why the story ended where it did. Shadow of a Gunman features a young women infatuated with a writer. She asks him to typewrite their names together on a scrap of paper and later protects him during a raid by hiding contraband that he in her room. At the end of the story she has been arrested, then shot dead while attempting to escape custody. A neighbour reports this, saying that the police found a scrap of paper in her breast with her name on it, and someone else's name, all covered in blood. I howled with laughter right there in class and when I explained that I liked the irony that she thought she was protecting him, but really she has condemned him by keeping that paper. The English teacher patiently explained that her blood had obscured the name, so she had protected him, and the teacher refused to accept that the most basic of 1920s police procedure would be able to read typewriter ink despite blood. I believe I challenged her to bleed so profusely on a piece of paper that I could not distinguish typewritten words using merely tools I could prove existed in 1920. I never considered it a bad thing to be kicked out of that English class.

Romeo and Juliette is another one. How is that not a hilarious lesson on the stupidity of overly dramatic teens? Or the story about the woman who sells her hair to buy a watch chain for her lover, who sells his watch to buy a jewelled hair comb for her. A lesson for all on basic communication in a relationship. And her hair will grow back. Rudolph the Red-Nosed Reindeer teaches us that it's okay to mock and exclude someone for being different up until the point that that difference is proven to have a material benefit to us, at which point we can do an about-face. An earlier version of Goldilocks and the Three Bears ended with the titular intruder (then a silver-haired old woman) impaled on a church steeple for her crimes, but now I could think I was supposed to believe it's about not giving up until you've found something that's just right, and running away if anyone questions your right to it.

Sometimes the story doesn't support the moral, but if the story itself is well told, then people accept the moral they are fed. How about this TSB accident report. (Hah, yu thought I'd wandered so far off aviation I was never coming back, didn't you?) Normally I love the attention to detail and the simple laying out of discovered facts in an accident report. Nothing is pushed on you. You can see what they found, what occurrences the experts find it consistent with and pretty much draw your own conclusions. While it is quite startling to see the altitude deviations correlated with the pilot talking on the phone and sending text messages, I think this accident was more a convenient place to hang the "no cellphone use during flight" message than it was a demonstration of the dangers thereof. Read it and don't you get the idea that the TSB considers the cellphone use a bigger deal than the fact that the pilot was flying at night for a company not certified to do so, and therefore with no recent night-specific training and quite likely no recent night experience? My company hung the cellphone message on this accident, too: the preliminary report year or so ago was the trigger for my own company's ban on pilot cellphone use during flight. Oh well, I could never get Facebook check-ins to work at 15,000', anyway.

A moral that doesn't match the story isn't necessarily a bad moral, and a story with a mismatched moral isn't necessarily a bad story, I just feel like someone is trying to cheat me when I encounter the combination. Also, the air gets cooler the closer you get to the sun until well after the altitude at which Icarus would have asphyxiated.

Saturday, August 18, 2012

From Russia with the Munchies

My alarm clock is a company-provided smartphone, and most of the time I just go to sleep with it by my bed, because when it rings or a text message comes in, I have to be at the airport in an hour. Or in the lobby in twenty minutes if I'm on the road. I'll get a heads up at the end of the day what the earliest I may be called is. Sometimes  it's early. We took off at 4:42 a.m. local time a few days ago. So if I ever give you my cellphone number, remember that it is for that one time use, on the occasion that have arranged to meet you for. It is not for you to call me or message me in the future just to say hi, or even if your cat is on fire. If you do, I will wake up, set your other cat on fire and go back to sleep. If you don't have two cats, then fireproof your dog. I feel strongly about my sleep.

When my phone does ring, on this specific occasion with the sound of the alarm clock, because we had arranged a (fairly civilized, as you can see by the time on the phone) meet time in advance the night before, I woke up and checked the graphical area forecast for the weather I could expect. I zoom in on the screen to see what it says.



Can you see that? It says ADDNLY SRN BC LCL FU ALF FM FIRES IN SIBERIA. That's GFA-speak for, "Additionally, in southern British Columbia there will be some areas where there is smoke aloft, from fires in Siberia." The fires in Siberia part is written out in full because, well there just isn't a code for that. There are forest fires in Siberia, over the top of the world, and it's making it dark here. Trees on fire. We joke during the flight that it's Siberian pot fields on fire, as an excuse for our errors and our increasing hunger. All day it's the topic of conversation with ATC and other flight crews. Siberia? The poor visibility affects our work, and we spend the next week trying to escape the smoke. The visibility gets down to less than two statute miles in northern Alberta and Saskatchewan. It just shows how environmental impacts in one country affect the rest of the world.


Apparently there isn't a blogspot code for "wrap the fricking text around the pictures, damnit," either because I can't make it work. So, sorry about the ugly gaps.

P.S. Nope, no flashbacks.

Wednesday, July 11, 2012

Back in the Sky

It's another day, another part of the sky, this time with two functional mixture cables. We're finishing off a job we've been working on for almost a week, and the mission specialist tells me the next area he wants me to work. "How long will the job take?" I ask. He says, an hour, maybe an hour and a half. "I can get there and back, or I can get there and do the job, but I can't get there, do the job and get back to where we're supposed to be tonight." And there's no fuel at the airport where the job is.

There is, however, an aerodrome almost exactly en route that has fuel. I've been there before, years before. They have a crooked PAPI because there's a ridge preventing the final approach from being straight in. So you fly at the threshold at an angle, then straighten out and land at the last moment. The wind is a little too strong for company policy to approve me to land the other way, but someone else is. I announce joining downwind for the crooked approach. There's another airplane also waiting to use the into-wind runway. He's orbiting on the base leg waiting for the wrong-way airplane to land. It all works out with the airplane landing the wrong way, and exiting the runway, then the guy on base turning to the crooked final and exiting just before I reach the dogleg and land.

We taxi slowly off and then stop with the brakes on. Meanwhile the other aircraft has taxied straight to fuel. I watch them finish on one side and pass the hose across. We remain in position for a few minutes, not to cool the turbochargers (although that happens too) but for a mission requirement. They finish fuelling the other tank and are starting to recoil the hose. We taxi slowly up behind them, and then get the hint, pushing the airplane out of the way so we can park at the pumps. The fueller is laughing that there's been no one for hours and now two at once. While we pay for fuel he points out that the other crew seems to know us. We go back outside, and what do you know, we do know them. I met the pilot the day before I slammed into a Canada goose on takeoff. (Oh the adventures you miss when I'm not blogging). We tell them where we're off to and they say it's beautiful, we're really going to like it.

"It's not like we get to land and go to the beach!" I point out. (Yeah, there's a beach. Rocks and trees, too. So we're probably in Canada. Yet it's not named after an animal or a body of water. I looked it up: it's named after the guy who taught the guy who discovered it how to make maps. I wonder if he taught his students how to name places after people.) We take off. I'm about to make a right turn direct, when the controller asks me to make a left two-seventy for noise abatement. Okay, sure, whatever. I didn't see any houses there.

It is beautiful en route. My co-worker gets a text from the boss. If we can't get the work done, we're to land and wait for an hour and then take off and try again. So I've been ordered to fly to the most scenic spot within fuel range and go to the beach for an hour. My greatest problem is that I didn't bring sunblock. Sometimes I try not to brag about my job. Other times I don't bother. Also there are wild berries to eat. So much better than granola bars.

There's a little terminal here, unexpectedly nice for the middle of nowhere. A charter company rep is explaining to some city folk that there is no security here, they can just go out to the airplane. The city folk look confused, maybe a little afraid, as though the airplane will not fly correctly if they don't have their luggage examined first. When the tourists have left the charter company guy tells me that there are no federal employees here at all. They mowed the grass a little while ago and used a helicopter to clear it off the runway. That's right. If you think your neighbour's leaf blower is too ostentatious, try using a helicopter. Presumably the helicopter was taxiing out anyway and they asked them if they could please do a low pass to get the grass off the runway. Presumably.

In our crew of two, my job is to make decisions related to the airplane and the other person makes decisions related to data collection. Obviously these overlap sometimes and, as in my decision to land for fuel, safety trumps all. Normally he (the company doesn't currently have any females in that role) sends most of the communication to company, with my role in that reduced to, "did you tell the flight follower we were up?" and "did you already tell them we're landed?" He is the one who suffers the barrage of contradictory instructions on where to go next and what to make a priority. Except now his phone has run out of battery. I text that fact to company and now I get a slice of his life as the texts suggesting what we do now pile in to my phone. I have an hour and fifteen minutes of holding fuel, that is fuel that is not required to do the mission, get back, or be in reserve. So we take off as soon as we've had enough sun and berries. As it works out we don't need to hold at all. We complete the mission and head back, with me texting an ETE (estimated time enroute) from the driver's seat. After I sent it, I saw that the text wasn't being sent right away, because we were in a poor coverage area. I realized I should have made it an ETA (estimated time of arrival) so that it didn't matter what time it left my phone, it would still be accurate. But as it turned out there was an ATC delay for exactly as long as it took the text to send, so I was exactly on time, as far as the flight follower could tell.

And that's the end of another good day.

Tuesday, January 11, 2011

Elephants and Temples

The next day's adventures started early again, to catch the cool of the morning and avoid crowds. We visited a number of temples, including the one that was used as for some exterior shots of the Tomb Raider movie with Angelina Jolie. It's a very popular movie here, because just as Canadians all get excited when we're mentioned on US TV shows, even though it's usually just to mock us, or make us the bad guys, people from countries many Americans have never even heard of are delighted to be recognized by the steamroller cultures of rich countries. The temple is overgrown with trees, right up on top of the walls and buildings, their roots simultaneously pulling the stones apart and holding them together. A busload of Japanese tourists was taking turns posing in front of one of the root-framed doorways, all miming shimmying up ropes or dual wielding pistols. As we leave we pass more tourists from all over the world. Listening carefully I could hear the name "Lara Croft" in a dozen different languages.

The terrace below was just a walkway, probably one of hundreds in the old metropolis, but this one happened to be a stone terrace all decorated with bas reliefs of elephants. As we said in more than one temple, bas relief isn't the right word, as many of the frescoes almost amounted to half-sculptures. Look at those elephant trunks! Many of them had been repaired over the years. One of the most interesting things about the elephant terrace was that it wasn't just a raised walkway with one side holding up an embankment, but for some reason it was a series of closely-spaced walls with staircases that allowed you to go down into the little spaces between them, and then wind your way around corners. It made no sense that they were built that way, and you could barely look at the sculpted walls because they were all so close together. It felt like being in a secret passage.

My second favourite temple in the whole of the park was Bayon. It had lots of interesting climbable structures and instead of being topped by towers or pyramids, it depicted huge faces with amazing personality. It so happens that I took my favourite photograph of the trip here, too. Right inside the walls of the temple was a structure with steep steps, probably one of those not-really-a-library libraries. I climbed up it to take pictures of apsara carvings on the walls, to see what was at the top inside and just because it is fun to climb things. There wasn't much inside, but it was a terrific vantage point to look at the layout of the rest of the temple and to take pictures. While I was there a group of monks came in and took turns taking pictures of themselves in front of it, then all filed along the side to go into the main temple. I love the colour of their robes against the stone, and their forms as scale for the giant faces.

The staircases inside were also very steep, and some had "Warning! Climbing at your own risk!" signs, a rarity for Cambodia where it seems to be understood by most people that no one else takes responsibility for your actions. The terrace at the next level puts you right up eye-to-chin with the giant statues. This is lots of people's favourite temple, and it's quite crowded. I'm standing on a ledge looking at some women costumed as apsara dancers. I think you can pay money to have your photo taken with them, but what I'm trying to do is line up a photograph of a Khmer man such that you can see his face at the same angle as one of the giant heads. A monk is coming by along the same ledge and I get out of the way, pulling my headscarf out of the way so it won't brush him. He doesn't make any effort in the other direction and I'm left wondering how much of this "monks can't touch women" rule is to enforce the monk's celibacy and asceticism, and how much is just asking women to stop what they are doing and throw themselves out of the way when a monk comes by. Women in my culture yield more to other people in a crowd than men do anyway. I didn't think to try out just standing my ground like a man and making the monks go around me, but it might have been interesting. I would have felt rude doing it, though. When in Rome.

Outside the temple there was a quiet side with an amazing fresco wall covered in a story that someone could probably spend a whole PhD thesis studying. You'd have to know the whole history of the wars and military campaigns mounted by the king who built this place, and learn about the equipment and battle strategies, and possibly individual generals. The whole length of that wall in row after row was covered by the pictorial story of soldiers and horses and elephants.

Below is a detail with a war elephant and a horse and some of the fallen soldiers. I think some of the bricks have been repaired or replaced, as they don't look the same as the others. I buy a couple of small pineapples from a vendor. They are pre-peeled and cored, and cut in a kind of spiral pattern so it's still in one piece, but easy to eat. I give one to the driver and eat one myself. It's incredibly sweet, not like the pineapples that come out of cans at home. We go for lunch. The menu offers "hold chicken" but I'm full of pineapple and just order a glass of cane sugar juice and some rice. The cane sugar juice is sweet, tastes like brown sugar, with a hint of of lime and coconut. It could believably be a Starburst candy flavour. I guess it's just not a very complex combination of esters.

While we are eating some French tourists just outside the restaurant are being besieged by child trinket vendors. "Une, deux, trois, quatre, cinq, six ..." the kids demonstrate, counting the postcards and waving their coconut shell bracelets. I wonder about the whole economy of the trinket vendors. They all have such similar wooden apsaras, silk scarves and wooden flutes in palm frond cases that it's not plausible that they are the result of independent artisans, even if they are all copying one another. Someone is coordinating the design, manufacture and distribution of these things. They're so cheap even at the tourist end, that the people who make them must get next to nothing for them. It is always more fun to buy things from the actual artist or his or her family. One man is selling rubbings that I do believe he has done himself, and I really like one, so I buy it. He gives me a palm frond tube to keep it in, and it keeps it safe all the way home.

By afternoon we have had enough of temples for a while and ask the tuk tuk driver to take us for a tour of the town. He offered one on the first day, before I asked to go to the temples. He takes us to a market, and we try to explain that we really don't want to go shopping, we'd like to see other sights. He takes us to another market and we struggle to explain. We'd rather see parks, famous buildings, a view of the river? What sights are there to see? He says there is a park and as we approach I see a tourist office and ask him to stop there. It's on the edge of the park, so we will go to the tourist office and then the park. The tourism staff are helpful and give us a map of town and some suggestions. I also ask them if there is a restroom here. That's the sort of thing one expects in a tourism office, but I don't see one. "Yes," he says, "behind my office," and gives me the key.

It's on the outside of the building. The floor and the toilet seat are wet, but not with urine. I assume it's just the humidity, but when I'm done I realize that there is no toilet paper and not that they are out of toilet paper, but that this is not a toilet paper using country. There is no bracket for a toilet paper dispenser, or anything. There is however a sprayer on a flexible hose, just like the one in a shower. I noticed these in the well-equipped toilets near the temples, but there there was also toilet paper and I assumed the sprayers were for cleaning or something. Now it dawns on me that they are cleaning me, and that the sprayed water everywhere is the result of similarly clueless tourists trying to use them. I now understand the prohibition sign that was posted in the temple toilets, and I have great sympathy for people who immigrate to Canada and are forced to figure out how to clean themselves with scraps of flimsy paper. It's not like you can ask, or that anyone will be able to explain it to you. I still have no idea how to do the job with a sprayer without getting water everywhere.

We walk in the park, which is kind of an adjunct to the royal residence in Siem Riep. Workers in the park are mowing the grass with gasoline-powered weed whackers, swinging them in slowly advancing arcs across the huge expanse of lawn. Other workers with rakes are collecting the clippings. They've upgraded from scythes and rakes to powered equipment without changing the job one iota. I can see people working with exactly the same motions a thousand years ago, keeping the royal residence well groomed. The king is not here, in fact he's never here. He spends most of his time in China. "China? Why China?" I ask incredulously. China, it turns out, built a nice home for the King and it's more comfortable and convenient for him to live there. "Aren't you worried about that?" I ask. "Doesn't it seem wrong for a foreign power to have that much influence over your leader?" Suddenly our driver speaks much less English than he did earlier. Oops. Clearly he too sees the same politics in play that the ancient Angkorians tried with their gods. I find something else to talk about.

Later I ask to go to the post office. He finds it and I go in, all ready with the Khmer for "Please I would like stamps," although it should be obvious what a woman with a stack of addressed letters and postcards wants. That's not necessary as the postal worker speaks good English and sorts quickly through my stack going to New Zealand, Canada, the USA, and England, weighing the envelopes and counting the postcards. She gives me a total in riels, which I pay in US dollars and she gives me the correct change, not the street rate change, and then just keeps the letters. She's going to put the stamps on herself. I thank her and walk away. And it seems you all got your letters and postcards, which to me says that there is not much corruption in that part of the civil service. It would be easier to take a foreigner's money and postcards and throw them away, but the system is such that everyone trusts that it will be done correctly, and it was. It was a good sign. Honesty was common in Cambodia. For all the merchants' hustling, they didn't try to cheat us on change or take advantage of us misunderstanding and handing over more bills than necessary.

In the evening I walked up the hill to Banteay Phnom and watched the sunset, then rode an elephant back down the hill. I sat in an upholstered seat strapped to the back of the elephant and the mahout sat on the elephant's neck and directed it by tapping its head with his bare feet. He never stopped texting on his cellphone the whole time.

Saturday, November 27, 2010

Rivers, Mountains, and Cuuuute Baby Animals

I'm woken up by a text message on my telephone. Of course we don't fly for days and I do it all right, and then the one day I forget to turn off my phone before going to sleep we do fly, so I'm woken up by the message that I should have gotten after I woke up and turned on my phone. No great harm done: it's 8 a.m. already. Yeah, I slept past eight on a working day. It's my job, so I can work late if need be.

Around three p.m. it's my turn to actually do my job. It's so exciting. I get to fly an airplane. Water, headset, snacks, emergency supplies, checklists and jump in the customer's truck to go out to the airport. The other flight has already landed but the engines are still turning as they finish shutting down the computers. The fuellers here are good. They understand our operation and have good communication, so they are right there as soon as the engines stop turning, fill us up and then my coworker pays for both loads of fuel together as I start the engines anew. Everything is warm and we haven't forgotten how to do our jobs so we taxi out. I follow the little wiggle in the taxi way that is designed to take me around the end of the tails of the airliners parked at the terminal, even though there aren't any parked there. I always follow the taxi centrelines.

Silent self brief before take-off, notify the FSS that I'm taking the runway, position, power, airspeed, rotate, liftoff, climb rate, airspeed, brakes, gear up, lights out, climb speed, after takeoff checks, and into the weird ballet that starts one of our missions. Today's mission takes us out over a winding river, up its sloping bank to some jagged hills and then over an almost vertical escarpment into another valley. The escarpment curves towards the valley and its lip slopes down from north to south. It's a challenge to put the airplane just where it needs to be on each pass, while maintaining the assigned speed.

It's a great flight, with clear weather for a change, but I forgot to take any pictures until after landing. After I called for fuel and we drove away I tried to get a shot of the full moon. I forgot to turn off the flash on the first attempt, however, and that one zap of the flash killed the battery. I had a spare in my bag, but I didn't want to ask the driver to wait while I switched batteries and tried again to capture the drama of the evening in a tiny five year old digital camera. I'll have to just tell you about it.

What appeared to be a completely full moon has already risen to at least thirty degrees above the horizon while across the sky the sun was just touching the northwest horizon, sunset still a half hour away. That's not the way they described the relationship between the full moonrise and sunset in science class, but then in kindergarten they taught us that the sun rises and sets daily. I love the north.

I love in general when nature doesn't seem to conform to its stereotypes. Like these marvellous shots of baby cheetahs playing with a baby impala. If the game eventually got rough and they killed it, the photographer either didn't capture that, or chose to leave those shots out of the series. I imagine either mother turning up and giving her offspring hell for hanging with the wrong crowd.

Sunday, October 24, 2010

Aaarrrrrr!

I have a text at 8:45 saying the first flight was delayed due to fog. It's still foggy. I think the Season of Fog has arrived. It will persist until the Season of Frost, from which I will flee before the snow gets too deep.

I consult the first aid kit list to confirm that we have everything, and then I realize we forgot one item, an eyepatch. Of course: "pailit" "pairit" -- what's the difference? I go out and acquire an eyepatch. Except I have remembered this wrong, because I was there with another pilot and we bought a lottery ticket at the same time. We only matched two numbers, so we can't retire yet, though.

At 10:05 I receive a text message (with a timestamp of 11:05 -- all my text messages here are like that. It must be something about being close to a time zone border) The message says they are taking off now. The hotel Internet is down, so I can't look at the forecast, but it's clear outside. I make a telephone call to get weather and NOTAM for my flight. I expect them to return around 4:40 pm, so I go for a meal at 2:30. On the way out I wait a long time for underclued clerk to deal with some people at the counter, and after all that he doesn't know where to put the postcards I ask him to add to outgoing mail.

The other pilot lands and texts back that the weather failed on them. They return after a detour to the airport terminal to pick up their e-mail using the free internet there. We discuss the fuel flow readings. After the fuel servo failure we're paranoid, I guess. Yeah, the right fuel flow shows lower when it's leaned out, but I never really worried about that. I guess I chalked it up to parallax. I'll check on it if I go flying later.

The lack of Internet really cuts into my entertainment and connection with the world. I watch TV instead, although the television doesn't work that well. The remote doesn't work and the controls on the TV only have channel up and channel down, so I have to scroll though all the channels (they have cable, so there are over fifty) to get to the one I want. And any time I turn it off it goes back tot he default one advertising the hotel and the pay movies. And every once in a while the top half of the picture disappears so I can only see the bottom. I call the front desk to complain about the TV, for repair or replacement, but the promised maintenance guy never arrives.

The internet starts working a little bit. My e-mail program polls for new mail ever seven minutes, and every two hours or so it manages to actually connect and download something. But surfing the web is almost impossible. You have to keep hitting the reload button and having it time out until finally you happen to hit it during one of its brief spurts of workingness. And most websites these days require you to load more than one page, for example log in or choose from a menu, so unless I'm willing to invest half an hour in seeing a web page, I'm not seeing it. I go back to watching TV. There's a show called Say Yes to the Dress, the moral of which is "brides are crazy." Or maybe this show just deals with that segment of the population that is already stark raving bonkers, and happens to be getting married. Oh also brides' mothers are insane. I really understand how some men come away with the idea that all women are crazy. You look at something like that from a human being and you have to attribute it to something, so you go with the most obvious difference.

With television like this, I might as well do something more productive. It's around nine p.m. and I get dressed for a run, but there's a knock on the door. It's our client at the door. "Ready to go flying?" he asks.

I wasn't expecting that, as we haven't usually been going out this late, so I say something like "oh," instead of the more appropriate, "Certainly, please give me five minutes."

Before I can translate he says "just kidding." He told his boss he didn't want to go out in the dark with this terrain. I explained that the door was propped open because I was expecting TV repair. He sympathized with my internet and TV woes. His remote works a little bit and he enumerates the pieces into which the remote will dissociate if you throw it hard enough. (six).

My run is good: up to the traffic light (yes, there's a traffic light in town), across the street to the post office, up the road that goes to the airport where I pass a guy sitting on a front porch playing a country western tune on a harmonica. I don't know what it was, but it sounded good. "Hey, that's good" I yelled. Musicians deserve recognition. I continue along the same road until it connects with the other road that goes to the airport, and I follow that one back to the highway to get to the hotel. The whole route is a couple of hundred metres short of ten kilometres. It's kind of dusty with the trucks, though. Next time maybe I'll pick out a hillier route through quieter roads in town.

Friday, October 15, 2010

Breaking Things

I wake up and check my text messages. I should buy a scrubbing brush so I can clean my nails better. There are three texts for me. The first one says the a.m. flight departed at 16Z. The second one says it didn't depart after all, but aborted on the runway for an engine problem. One of the engines--not the one that had the problem earlier--wasn't making full manifold pressure. The third text asks me if I noticed any unusual yaw or power loss. No, I didn't. It climbed like a dog,but it was thirty freaking degrees out, so I can't blame it. They're disassembling it looking for a problem.

Meanwhile I play on the Internet. Dav e Carroll, the United Breaks Guitars guy has release the third and final song to make good his threat to United. This one is no longer angry or sad. It acknowledges that United "broke" his career, but that while he has come out well from the incident, there are a lot of other customers whose damage claims have been ignored and who haven't been able to fight back as well. And it's funny Canadian folk music, which is what I like.

I check the weather and it's ... um ... interesting. Not the weather itself, but the delivery. The METARs have been served up on the screen in completely random order, not chronological at all. The number after 06 in each row is the observation time. There are hardly any two in the right order, just scrambled all over the place. The weather turns out to be irrelevant because the problem is suspected to be a failure of the fuel servo, brand new with the engine, and we don't have a spare with us. We are getting one on Greyhound, yes, the bus. It's the fastest way to get it here, short of chartering a plane to fly it directly.

As we go out to dinner I hear the AME on his phone telling someone about the problem. "And then the GFY light came on," he explains. I ask the other pilot sotto voce what that is and he whispers the answer back to me. Oh. Right.

Monday, May 03, 2010

Crossing the Mountains

If a cellphone has an alarm, the concept that the device might sit next to a sleeping person has occurred to its manufacturer. And they have probably grasped the idea that during the day the user would be moving around, not next to an outlet, and thus that nighttime would be a reasonable time to charge it. So why then would they have it beep every hour or so while it is plugged into a charger? With my cellphone fully charged, I check out of the hotel and meet my coworker at seven a.m.

The weather is good, with the exception of very low visibilities in Revelstoke, but I attribute this to valley fog. The river there will be open now, but there will still be snow in the valley, setting up conditions for moist air to be cooled from below. I don't think it represents extensive cloud to altitude. The latest visible satellite photos are still black for BC, and the infrared show clouds but you can't tell the heights. We just have to go on experience. There are still headwinds, but not the crazy turbulence-inducing ones from yesterday, so it's a go.

We load all the gear and secure it, coil our electrical cords, and put away the engine plugs and tents. After warming up the engines while sitting on the grass, I just power off the grass and onto the apron. It's pretty level and not that soft, doesn't even take run up power. We climb out westbound towards the rocks, keeping below ten thousand feet and then climbing again when the looming rocks suggest it's necessary. I note the time as we pass 10,000' so we know how long we can legally stay above it. We have oxygen equipment on board, but we'd rather not breathe with tubes up our noses or bags over our faces if we don't have to. The weather is good, with excellent visibility and we fly right over Golden airport, position reporting with Flight Services on the Golden RCO as we do so. I seem to recall they didn't answer, so I just made the report blind. Perhaps their antenna was damaged in yesterday's windstorm. I don't remember seeing that NOTAM.

I don't know how many times and in how many places I've flown over the spine of the Americas, but I never get tired of admiring the sharpness of the peaks and the tenacity of the snow and ice that highlight them. When you see mountains from the plain or from the coast they look two-dimensional, a jagged line between you and the other side. But every peak you climb over seems to reveal another one behind it, and they stretch on to the north and south all the way to Alaska and Chile. My coworker regretted not having a camera and I pointed out mine for his use, but now that I look at the card I see he didn't take any pictures, so I have none to share.

The next valley over is Revelstoke, but we don't see the airport, just a glimpse of the river, as most of the valley is choked with low cloud. After Revelstoke the mountains subside into big hills and we come over one of those hills to descend into the valley where we land. Through the magic of time zones we're there bright and early. We immediately fuel and then take off for another flight over the hills and valleys. It's really beautiful country. We imagine waterskiing down that long lake. It's probably still way too cold for swimming, but the grass is green and the lake is blue. We're looking forward to spending some time in a town that exists because people want to be here as opposed to because the town is where the minerals are.

I notice a column of smoke coming from the ground and we look at it more closely as we go by. It's a house on fire. Firetrucks arrive fairly quickly, and after a while the smoke subsides. I hope everyone is alright down there.

After some hours I'm hungry and cranky. There are granola bars up for grabs (last summer's Alaska food box is reaching its expiry date) but I haven't brought enough water to eat them. I bemoan my plight and am rewarded with someone's spare water. Drink, eat, happy. Life is good. We're almost done the work so we land for more fuel.

The fueller is great, offers to stay late to fuel us again if need be, and offers us premium parking in front of the terminal, within reach of an electrical outlet. This airport is well supported because there are over 200 medevacs a year out of here, and there's also a very active local pilot community. It might have more hangars than Red Deer. There's no airline service because the valley fogs up too easily and is too narrow to design a safe GPS approach that would come low enough to reach the runway in those conditions. There are literally high hills on all sides of the little runway and the CFS warns that only those familiar with the local area should use it during the hours of darkness.

We have a couple hours before dark, and seeing as we started our day at 7 a.m. we are good until 9 p.m. for duty day, so we have time to go up and finish the mission. I offer the flight to my coworker, but he says to go ahead and finish what I started. He's making things efficient by fine tuning the engine so I can concentrate on not flying into the hills. I give him the radios too, so he can watch traffic while I watch rocks. There's a slight tailwind for the more easily accessible runway, and as I didn't take full fuel for this hop and considering the moderate temperature, I elect to take it for flight efficiency. When we call airborne, another pilot calls up with intentions to join downwind for the runway we announced vacating. I know from his callsign that he's flying an ultralight, much more sensitive to a few knots of tailwind than I am. As I draw breath to ask my copilot to warn him, he's already on the radio doing just that. The other pilot thanks us and amends his intentions to land with the headwind.

We're about to set up for the aerial mission when the mission specialist discovers he has an equipment problem and asks us to land. We fly down the valley far enough to turn around and come back onto the same runway as the ultralight used. He's clear now. I pull off the runway into the runup area and wait while the problem is sorted out. It's almost seven o' clock and the mission shouldn't take more than an hour and a half, but I'm looking forward to it being over. After a few minutes on the ground the specialist decides it is over, to be continued tomorrow, and we taxi in and park. There is a chance of frost, and we want an early start tomorrow, so we cover it all up with tents and wing covers and head to the hotel.

As we check in we realize that we changed our watches crossing the provincial and timezone boundary, but not the idea that 7 a.m. to 9 p.m. is fourteen hours. As we turned our watches back we almost scheduled ourselves for a fifteen hour day. Scratching the second mission left us with only thirteen hours worked, so we're legal. But tired. I discover I have left my wallet in the airplane, but I have my passport for ID and the client pays for the rooms anyway. My most excellent coworker lends me supper money. After waiting way to long for supper and the bills, it's back to the hotel where I curse out the finicky hotel Internet as I do my daily report (10.4 hours flight time) to company, and finally I go to sleep.

Sunday, April 18, 2010

Sometimes It's Monday on a Friday

Just before I wake up I have a dream that the front gear collapsed. I jump out though the crew door and survey the damage. Both ends of both propellers are curled under, so there's engine damage to contend with to. I berate myself that if only I had gone out the back door instead of the crew door, it wouldn't have overbalanced. That makes no sense, seeing as I only got out to look, but the whole thing makes no sense. For example, this particular machine doesn't have a crew door. It's an option for cargo flights, but it's not installed on any of our company aircraft. The crew can go out the airstairs door, through the emergency exit beside row two behind the FO, or by kicking out the front window. And my airplane has three-bladed propellers, not two-bladed like the airplane in the dream. And, you know, the real airplane isn't morphing into a whale or whatever else seemed perfectly normal in the dream world. Looks like my subconscious is really worried about that nosewheel tire. Or my brain is just processing back to work stress, and channelling it through an easy target. I'll bet parents have some spectacularly horrible nightmares about things happening to their children.

Back-to-work also includes not having all the luxury of my own kitchen full of food. The hotel only has flavoured yogurt, and I prefer plain, but it's the fruit-on-the-bottom kind, so I eat the white off the top and leave the sugary flavouring at the bottom. And I have a bagel with marmalade. Commercial marmalade might contains gelatin, so this is a bit like eating matzo with bacon, but whatever keeps my engine running. I find out what the job will be and promise to do what I can to get the airplane fuelled before they need it.

It's Good Friday, a public holiday here, and many Canadians take a four day weekend. Given that there were biblical themed children's books (e.g. God Made Outer Space) on the stand at reception that typically contains postcards or tourist brochures, this may not be an easy town to get things done in on Easter weekend. I start with the fuel callout number listed in the CFS, but no one picks up the phone. I leave my name and number then I look around the chart and use Google and the CFS try to find somewhere nearby I can fly to for fuel if no one calls back. There used to be a flying school at this field, but it moved to another airport just last month. I momentarily thought I had found a 24-hour cardlock pump, but it was at an airport with the same name in the states. The obvious one takes cash only, which isn't out of the question, but how am I going to get several times my ATM withdrawal limit of cash on a holiday? Google offers me "The Best <my location> Online Dating Sites." I hate those things that hijack your search terms and offer you a useless page on the subject. I pick another airport close by and then realize that it is across the border in the United States. I try calling the FSS to see if I will luck out and get a briefer with local knowledge, but this FIR is so huge that he can't help. Once upon a time I could have called the FSS on the field and they would have known.

I call back the fuel callout number to give my cell number instead of the hotel number, and to make sure he hasn't been trying to call me. Still no answer. As I listen again to the outgoing message, I realize that the company name is that of the flying school that just moved out. I'm probably calling a phone that is dead in a drawer. I go to the airport to see if there is a different number there. There is, but just as I'm dialing it, the fueller I had given up on appears. The company that ran the flying school is still running the fuel pumps here, and he just left the phone upstairs. Yay!

He's brought a team with him: a two or three year old daughter wearing a purple Tinkerbelle coat, and a shy but energetic dog with silver ear tips. The dog had a very short coat--no winter pelt, even though this area is just creeping out of winter--and I first described it as brown, but it's an interesting colour, maybe a bit grey, also almost purple. She has silver ear tips. I think it's some kind of German hound, a Wehrmeiraner or something. (It's funny, I could always Google things like that and act as if I were already an expert on everything I encounter, but I'd rather be my natural self and let some reader who is expert on dogs tell us the details). The dog drinks from a puddle by the airplane. I cringe, wondering how many toxic substances are in that puddle, from the fuel pumps, deicers, airplanes leaking fluids and the sealed tarmac itself. The dog doesn't drop dead, though. The fuller tows my airplane to the pumps, his daughter riding on the tug and the dog dancing excitedly all around. He fuels, goes in to get the bill, then realizes he has forgotten to copy the number of litres off the pump and comes back out.

It's a few degrees above freezing, but it's windy so seems cold. I thought I put my winter stuff in my flight bag, but there's only one glove and no toque. I go inside with the fueller and pay, then explain that I will need one more load of fuel this weekend, but it can be any time between this evening and Sunday morning, does he have a preference for when I call him out? At first he says anytime is fine, then amends it to "not Sunday morning." He wants to enjoy the Easter egg hunt with his daughter.

I had anticipated fuelling and then going back to the hotel before flying, but I brought my flight bag just in case. And the case comes up. Fly now. I finish my flight preparations, taking off the tents and putting them in the wing lockers, the mission specialist catches the fact that I have the cord hanging out of the locker and that I have left the electrical plug cover open, before I do. It makes me look sloppy. I feel icky about it, and I'm also not certain the engines will start. They really don't like freezing weather overnight. Remember the right one freezing in a couple of hours at Watson Lake? They were tented all night, but that's just to contain their own heat left over from the flight. With no plug in, they weren't producing any heat of their own.

I bribe them, promising them nice fresh oil if they'll just start for me. They are champions! I praise them out loud for their sterling performance. During the run-up I turn on both heaters, but the sun coming in the cockpit windows warms me up so I flick off the front heater. I stick my hand back behind the cockpit partition to test the temperature in the back. The client is on the phone and thinks I'm trying to get his attention. Oops. There are some ground delays related to the computers in the back, then we finally take off, and yes, I manage to do that right. It's just before noon, and I had breakfast at seven. Day in the life. I eat some Arrowroot cookies out of my flight bag. They're soft because they've been there for months and the package is open. It's cold at altitude and I turn on the cockpit heater again. It gets colder. I only had it on for a few minutes on the ground. It is approved for ground operations, with a squat switch linked fan to keep the air moving in the absence of forward motion, but sometimes it overheats while sitting on the ground, and this is one of those times. Oh I'm having such a great day.

I also didn't have a blank OFP form with me. I just came out to fuel, thinking I'd be back to the room before I left. I usually have spares in my flight bag, but it turns out that all the ones on my clipboard are used. I had an old one that had been partially filled out but not actually used, from a day I didn't go to Montana. I reworked that form messily before I left, just to have the weight and balance and a place to fill in the times, not changing everything else because I'm going to recopy it properly when I get back to the hotel. It still says I'm going to Montana, with 100 pounds of baggage instead of a passenger, but I have the correctly worked weight and balance on my computer. It's Good Friday: I'm not going to get ramped today, if anyone ever gets ramped here.

We do the flight and I'm rusty, so waste a bit of time, but the work goes reasonably well until the last half hour when weather conditions don't allow us to finish, so we turn around and go home. There are two runways at destination: a long one and a shorter but still long enough one. There are four airports in the CFS for this town, and they all have two runways. It's a windy area. There's currently still a howling north wind, so I land on the shorter into-wind runway, which despite my landing with lots of runway to spare and not using aggressive braking I find out afterward made the client uneasy. I turn around and taxi in. As I'm parking a voice from the back says, "Hey it's Transport Canada!" You've got to be kidding. I look. It's one guy in a multicoloured toque and a nondescript coat. No, it's not TC. They travel in pairs, with matching jackets and ramp passes. They stick out like sore thumbs at little airports where no one has a ramp pass. It was probably the met observer for the local weather station.

Dinner is yesterday's leftovers nuked in their takeout container in the breakfast room microwave. The styrofoam warps alarmingly. Inside the potatoes are still frozen and the vegetables dehydrated. It's not quite enough for one of only two meals I get to eat today. There's a Tim Horton's next door so I walk over, but once I get there I question whether I am really hungry or just bored and in need of comfort food. I ponder for a while then order two Timbits. That comes to thirty-six cents, which I count out carefully. The server gives my my Timbits in a bag and I thank him and leave the store. When I open the bag I discover I have three Timbits. Do I look so impoverished that a Tim Horton's employee has taken pity on me and snuck me extra food? I eat all three. I really would have preferred vegetables, but there aren't all-night vegetable stores.

I recopy my messy OFP, and prepare new one for the next day. I call the fueller and we agree on a time tomorrow morning.

Sunday, November 08, 2009

Cellphone Bill

By way of an answer to various questions on my previous cellphone rant, I present my cellphone bill.

The lowest base rate is $25 dollars. That includes 100 local minutes. It doesn't include the system access fee, 911 fee (that's 911 as in the emergency telephone number, nothing to do with the terrorist attack), or taxes. So if I made no long distance calls and only 100 minutes of calls both to and from my local calling area, the total bill would be $37. Earlier I quoted $50 before calls, because I choose to pay the $35 base rate. It has a couple of features that save me at least $20 later in the arithmetic. Specifically, it includes unlimited nationwide calling and texts to my five "favourite" numbers, which I choose once a month. Seeing as the list generally starts with boss, maintenance, and customer I'm not sure that "favourite" is the best description, but that's what they call it. That probably saves me $15-20 a month, plus the $35 plan includes $10 more "local" minutes than the cheapest, $25 plan.

You might think that I wouldn't need 200 local minutes, because, as a reader put it, "Aviatrix is never in her local calling area," but with my phone company you have to use "local" minutes in order to call long distance. Or as footnote number four on the contract puts it: "Long distance refers to calls originated in Canada and terminated in either Canada or the U.S., except for Hawaii and Alaska. Airtime is not included." That is, any call uses airtime, and long distance calls use airtime plus long distance time. How much? Thirty-five cents a minute each, so long distance is 70 cents a minute, plus tax.

It's not quite that bad, because I can buy either sort of minutes in advance, a hundred at a time, for ten cents each. They don't carry over to the next month and I can't swap local for long distance or vice versa if I make more or fewer local calls than I expect. So I add 200 minutes of long distance for $20, and use the 200 "airtime" minutes that came with the plan so I can actually use the long distance minutes. I add in a $5 package that gives me 250 nationwide text messages (otherwise they'd be 15 cents each).

That gives me:
  $35    base rate
  $20    200 long distance minutes
  $5     250 text messages
  .75    Enhanced 911 Access Charge
  $6.95 System Access Fee
  $7.50 Tax
  -----
  $75.20

For a Canadian, that's not an exorbitant phone bill. I only use the phone for work: my friends get e-mail or postcards. I don't use data other than text messages, and we all tend to keep calls short. Reader SwL_Wildcat pays $450-$500 per month, and I must mention his point that the population density is lower and the size of the country higher than anywhere else in the cellphone-equipped world, so perhaps we aren't being ripped off quite as badly as we feel we are.

Were I to use the telephone in the United States it would cost me 95 cents a minute for incoming calls and $1.45 a minute for outgoing calls. Instead I bought an entire phone and 400 minutes of airtime for the price of twenty minutes of talk on the Canadian one.

I find it more tiring to explain my phone bill than to explain how a VOR works. And I'm not going to explain what a system access fee is, but I leave the comments open to any Canadians who wish to explain it.

Monday, October 19, 2009

Making Peace

I shower, getting water all over the bathroom, and get dressed. The weather doesn't look excellent, but it's good enough to get out of here. I finish packing and go to breakfast. To my amusement, it is eight forty-two. My coworkers are in the hotel "business centre" looking at weather online. "Get a late checkout," they advise. The weather is worse further northwest, with 700' ceilings and visibility as low as 2 statute miles in drizzle at en route airports. And no one knows what in the 200 mile stretches between airports with reported weather. We can't go IFR because we have some instrument issues.

Conditions here will deteriorate throughout the day, but the weather en route to Watson Lake should improve to 1500' to 2000' ceilings at least as far as Peace River. That gets us that much closer to our destination, and allows the weather here to be impassable tomorrow without affecting us. We agree to try for Peace River, maybe even Fort Nelson. I eat my breakfast, goof off for a couple of hours and then we all go to lunch. (Finally I got the pyrogies I've been craving since Vegreville, and yes, I know by now that I drove right past the world's largest pyrogy. Someone send me a picture and then I can photoshop myself into it and be done).

We call a cab and cram everything, including the printer which I loathe, into the truck and our laps and the driver takes us out to the airport. We direct her into the parking lot and then through the gap in the fence onto the apron. "I can't drive on the runway!" she protests. We assure her that it's not the runway, and that she's allowed. She parks next to the airplane, facilitating our unloading all that gear and then loading it into the airplane. It's raining now, but the ceiling is high enough and we back track and then take off to the west.

We pass Slave Lake, but there is no traffic there. It's the in-between season: too late for fire flights but too soon for heavy oil work. The trees below are a lovely mix of green conifers and yellow deciduous. The clouds are sometimes low enough that we skim through for a moment, but we're at a comfortable height above terrain, mindful of towers. Then we skim through a wisp that turns out not to be a wisp, and of course is the reason you're supposed to remain clear of them in the first place.

The pilot flying does a big 180 turn and flies back until we're back in the clear and then heads south for a while, looking for a way around. For a while there it looked like we were spending the night in Slave Lake, but then we found a way through. I called Edmonton radio via Slave Lake for updated Peace River, Fort Nelson and Watson Lake weather and after a brief discussion changed the GPS destination to Fort Nelson. Watson Lake weather was still nasty and there are mountains between here and there.

It gets sunny enough that I want to put on my sunglasses. I resist for a while, but then I really want them, so I apologize if it causes a jinx, but put them on. Immediately the weather deteriorates. We make a couple of attempts to get around a rainstorm that added poor visibility to the low ceilings. Not a good mix. Ceilings at Fort Nelson were 2000', and that's agl, so as Fort Nelson is 1250' asl, that meant clouds bases at 3250' asl, which was pretty much what we had. Our problem wasn't that we had a patch of low clouds, but that we had a patch of high terrain. We just have to get off this plateau.

I look at the terrain mode on the GPS (after pressing enter to confirm that I know that terrain avoidance is my own responsibility and that Garmin is no way accountable for my use of the data they provide). They provide three coloured contours: red for known obstacles less than 100' below you, yellow for known obstacles less than 1000' below you and black for everything more than 1000' below. We're on a yellow plateau, with our destination ahead in the black. Looking at the shape of our plateau, I see a finger of black extending quite a long way into it, not far to the south. Thinking three-dimensionally, the yellow lining up with that black finger will be lower than the yellow around it: it's a valley. You can see the same thing on the contours of the regular GPS map screen or on the paper chart which is also open on my lap, but it's somehow clearer on the very crude three-colour contour map than it is on the more detailed ones. The pilot flying navigates towards the supposed valley, and it is there. We're flying quite low, and the clouds ahead are quite low, but every time I draw breath to say it's not going to work, it works. There are some lower patches of clouds, but the terrain keeps dropping faster than the clouds. We cheer when we come out on lower ground with a clear distant view below the clouds.

As we approach Fort Nelson, the weather over the mountains even looks good. On approach into Fort Nelson a November-registered aircraft calls Fort Nelson radio on 126.7 to file a flight plan. There's an undercurrent of impatience in the specialist's voice as she explains that 126.7 is the air advisory frequency and is not appropriate to file a flight plan. The pilot can call flight services at "1-866-weather brief" from the telephone at the kiosk or he can contact Edmonton radio airborne on another frequency, which she gives him. We land in Fort Nelson for fuel and a pee break. During shutdown checks the pilot calls back and says the phone number won't work. I bet he tried the number on his cell instead of the kiosk. The Nav Canada number is only available from Canadian phones, and of course he'll be carrying a US cellphone. I wonder how shocked he will be by the roaming charges when he gets home and sees his phone bill.

We go in and use the kiosk ourselves, to see the weather ahead. Both the GFAs and the satellite views show clouds to the north of our route but not the south. We are confident that we can get over the mountains to Watson Lake, and if the clouds move in despite the forecast, we can drop into the Liard River valley and follow it to Watson Lake. We'll do that as soon as fuelling is complete, but tomorrow on the blog.

Saturday, September 26, 2009

Ten Stupid Things About My Phone

Every once in a while a Canadian just has to rant about cellphones. This one isn't even mostly about the excessive fees and charges the monopolists get out of us. It's just stuff that irritates me.

  • When it is plugged in on the charger, upon reaching the fully charged state it chirps. While this may be useful to some people, it is not useful to someone who gets in after a long day and plugs in her phone before going to bed.
  • I can't advance through several new text messages with the down arrow key. I have to hit back to get out to the message list then hit down to select the next message, then ok to see that message.
  • In order to enter a question mark in a text message I have to hit the sequence: left soft key, 3, right nav key, right nav key, 3.
  • If I close the cover on the flip phone after dispatching a text message but before confirmation that it sent, it cancels the message.
  • If I press the off button while the Message Sent! confirmation is displayed, it displays the message Sending Cancelled before turning off. The message isn't cancelled. It just says that.
  • The submenu giving me access to the alarm function is located under the Shop menu on the main screen. What does an alarm have to do with shopping?
  • It is possible to customize the nav keys to serve as shortcuts. The offered list of frequently used features includes selecting a new ring tone or changing the picture on the display. It doesn't include composing a new text message.
  • There are innocuous-looking menu options, e.g. Short Code List in the messaging menu, which launch a web browser, for which I get charged at atrocious Canadian data rates, and which I asked the phone company to disable.
  • It doesn't have any option to display the number of minutes remaining in the plan I have selected. Even if I log into the company website, they won't tell me whether my next call will be at the plan rate or at the exorbitant "you ran out of plan minutes" rate.
  • It costs me almost $50 a month just to own the thing and keep the number active, before any calls.

I wish we had Net10 or other cheap prepaid phones in Canada.

Also the CHT gauge that has been replaced, adjusted and had its probe replaced is overreading again. It's apparently something in the wiring. I think it's in league with my cellphone.

Saturday, August 22, 2009

Wayward Student

The FBO at Red Deer is a flying school. The instructors all wear white shirts with ties and even epaulets. I go inside there to pick up a fuel receipt and fax a flight plan to Edmonton Centre. About five instructors and the dispatcher are gathered around a phone. The dispatcher appears to be giving telephone instructions on the operation of a radio. I think I know what has happened. Some student or renter has got the radio into some unusable mode and has called in on his cell phone for help. I wait for someone to tell him to flip the auto switch down.

Further listening casts out that theory. They're not giving him the FSS phone number or telling him to just look out for traffic, land, and sort it out later. Red Deer is not a hugely busy airport and he could surely negotiate his way into the circuit without a radio. No, he's lost. The radio instructions I came in on were for the operation of an ADF. They're trying to get him back by following the needle home. This doesn't seem to be sufficient. Not surprising. Possibly the ADF in the plane isn't working, or there's some other switch he has to turn on that the dispatcher hasn't adequately described.

"How's your cellphone battery?" asks the dispatcher, a couple times until the student understands. The battery is apparently good, because they keep talking while instructors look at charts and relay questions about which side the lake is on. I didn't have a cellphone when I was a student. Most people didn't, and the ability to call your instructor for help on a solo seems to me to remove some of the point of being pilot-in-command. I'm not impressed with the student's problem solving technique. I like to see students get lost and I like to see them use methods they've been taught in the classroom or in the air to find their way home.

I ask an instructor not involved in the huddle, "Why doesn't he climb up and call centre for help?" Apparently the airplane is not transponder-equipped, but still centre could paint him as a primary radar target, radar identify him through turns to assigned headings and give him emergency vectors home. They actually have the ability to tag primaries. I've seen it done. Simpler than that, Red Deer Radio offers DF steers, able to determine the direction to a radio transmitter and tell the pilot the heading to the airport. You ask for DF assistance, hold down the transmit button for a count of five and they bring you home.

I hope the student's instructor takes him out for a flight under the hood and then repeatedly has him take the hood off and figure out where he is. There are section lines here, roads that run north-south and east-west. They should help you get oriented. Every town has a water tower with the name painted on in English. There are lots of lakes with distinctive shapes. If he's north or south of town he should be able to find highway 2, and if he's east or west, highway 11 or 12. If he can't see the highway he should know enough about his position to determine which way to fly to find it, and follow it in. He should have a nav log in front of him showing what time he last identified his position and from there he can determine a circle that must contain his position. Of course that leads back to the joke about the lost student who calls the tower for help:

"What was your last known position?" asks the controller.

"When I was number one for take-off."

You have to be able to turn "I don't know where I am" into a plan. I suppose "phone for help" is a plan after a fashion, and better that than fly around aimlessly until you run out of gas, but I hope the student will have more tools for that job before he finishes his licence.

Monday, July 20, 2009

West to Whitehorse

The next day I pick up the weather by telephone and am a little late meeting the others in the lobby, as I got one of those briefers who insists on telling you about every unlighted tower all the way from origin to destination, even though it's a daytime flight. I guess if widespread darkness were cast upon the land due to a volcanic eruption, and we therefore diverted to Takla, and decided to do this at 300' agl, I'd be very grateful to know about that 305' unlighted tower eight miles SSE of the aerodrome. But as it is I'm happy to have the weather, which involves the remains of a cold front until about Watson Lake and should be good thereafter.

There is a small fuel stain on the ramp. It's a known time-to-time problem caused by a valve connecting one of the auxiliary tanks to another tank, which is full. It appears that the valve sometimes doesn't seat properly, so the fuel drains from the aux tank to the main tank and then leaks out the main tank vent. The engineer makes a sound of frustration. He wanted to fix it but as he says, "for two days in the hangar it didn't leak!" It's not a safety problem for us and it doesn't cause us to lose fuel in flight, because the rate of accidental transfer is far less than the fuel burn from the destination tank. The fuel level in the aux tank doesn't even appear any lower than it did before maintenance.

Everything is still normal on the runup, so I taxi out and take off. I can feel the airplane being at max weight. At the proper speed I rotate to the correct take-off attitude, and the airplane rolls along on just the mains for a moment before it rises off the runway.

We took off from runway 26 and my heading to Whitehorse is 269, so I make that slight turn on course and continue the climb straight ahead. The magnetic deviation is huge here, 22 degrees east, meaning that in order to fly northwest with respect to the globe, we fly due west by the compass. I keep poking at the GPS to catch the moment when we have crossed the 60th parallel to the Yukon, but the clouds draw in beneath us so I can't see the eskers. I let the non-flying pilot take photographs for me.

The highest mountains along our route peak around 6000', but there is still snow along all the mountain ridges. We pass Watson Lake and then the clouds thin out as promised.

Whitehorse has a tower and an FSS, but no ATIS. By listening on frequency we learn that arriving aircraft pick up weather and traffic avoidance from the FSS until they are close enough to contact tower, and then are sequenced. There's a little runway 19 and a parallel set of 13/31 L & R. The wind is from 190 at 15 gusting twenty. We are initially sequenced to join left downwind for 13 right, but despite having looked it over, I screw up the arrival. There's a mountain where downwind should be, so the local procedures are to fly a very tight downwind inside the mountain and then teardrop out or fly extra long to turn back for the runway. I understand the arrival diagram as being over the lake and river, but try to leave myself some room for a proper circuit and arrive in the zone on the wrong side of the mountain, so I have to cross over it before descent to circuit altitude. They have a Jazz CRJ ready to taxi, so out of wariness of my unpredictability, they sidestep me to 13 left where I can be as slow as I like without interfering with the jet departure.

I get myself on the correct side of the mountain, turn final and land. The crosswind is, as usual, not an issue in this airplane. It would be much more exciting to land a little single in a 15 kt crosswind. I roll out and they give me the backtrack, hold short 19. There is no painted hold short line, but I stop well short of the crossing runway and watch as an amphib Cessna lands in front of us.

Now I'm cleared to taxi up 19, hold short 13R. The Jazz is ready to go now. I make the left turn and come to a stop for the yellow line, then realize that the yellow line I have stopped at is a dashed line with a solid line behind it: the hold short line for traffic waiting to cross 13L, the runway I've just come off. The hold short line with a solid line and a dashed line behind it, for 13R, is still ahead of me. I start rolling again, then see that the Jazz is rolling now, so stop where I am. The pilot doesn't need to see an airplane moving on an intersecting runway during his take-off roll.

When the Jazz jet is gone I'm cleared across the last runway and to call ground, who direct me to transient parking near the tower. When I turn on the phone to call the flight follower I get a text from the pilot who will be replacing me, with his hotel room number. I text him back and then we haul our personal gear out and lock the airplane. While we are waiting for our cab we meet the family who was in the C185. They're travelling around all over BC and the Yukon. I'll have to come back and see some of these places someday.

Oh and you can't talk about YXY without mentioning the wind direction indicator: outside the airport there's an entire DC-3 on a pylon, free to rotate with the wind.

Wednesday, June 10, 2009

Dating Game

I sleep until nine, drink some water and then sleep again until eleven. Before you get too jealous, sitting there checking your morning e-mail already dressed and at work at eight a.m., let me remind you that it's my job to sleep as much as I can here. Sometime between one p.m. and nine p.m. the customer may call me to fly and I will have to be alert, safe and enthusiastic for the next eight hours.

I turn on my phone and check my messages. My coworker took off at 9:40, so I probably won't be needed until after three. I make a list of all the things I have to and want to do, with "blog" deliberately placed at the very bottom of the page.

  • eat
  • OFPs [operational flight plans]
  • duty times
  • send completed duty time spreadsheet to chief pilot
  • expenses
  • paysheet
  • groceries
  • rearrange stuff
  • blog

Food: Boston Pizza again. It's in the parking lot. I forgot to bring a sudoku or crossword puzzle or something, but one o'clock isn't a busy time and the service is quick. Food is meh. It's going to be a long month if I'm tired of the Boston Pizza menu already, because for walking distance there isn't a lot else. At least there's something here. Sometimes we have to get rides to get food at all. It's awkward having to feel like you're asking for a favour from the customer in order to fulfill your basic physiological needs.

Operational flight plans: I make sure all the fields are filled in properly for the flights I already did. If Transport Canada audits the company and I have filled in the departure time and ETA but not my predicted groundspeed then someone probably gets fined. Make sure the departure and arrival airports are legible and that I got the date right. I'm never quite sure what date to put on a form if I took off at 7 pm and landed at 11:30 pm on the 3rd, because considering that I'm in Alberta, that's 01Z to 0530Z on the 4th. Especially if the next day I fly from two to five pm, making that 20Z to 23Z, also on the 4th. So do I have two OFPs both dated the fourth? Or do I put it all on one OFP and then switch to a second one dated on the fifth if I do another flight at 8 pm on what in local time would still be the fourth?

I have to claim that the first flight was on the 3rd when I do my electronic duty times sheet, because if I put both flights on the line for the fourth, the software interprets it as an illegal duty day. Oddly it doesn't complain about what would be an illegally short rest period between days had I really started at 01 on the 3rd. I can even tell it I reported for duty on the fourth an hour before I went off duty on the 2nd. It looks like keeping track of resetting my duty is my own responsibility. As it always has been. The spreadsheet just lines it up in neat columns so I can e-mail it to my chief pilot who can import it into a bigger spreadsheet and show it to Transport Canada if they ask.

I tend to put the local engine start date at the beginning of the journey log entry, even if the uptime, the first time that actually gets recorded in this particular journey log, is after midnight zulu, or even after midnight local. That's probably wrong, but I find it very weird to go to bed, sleep for eight hours, including some that are dark outside and then write the same date in the journey log for the next flight. There's probably a rule somewhere, but not in the CARs. Transport Canada doesn't seem to mind if the times are local or zulu, as long as they are tracked accurately. When I fly an airplane that has local times in the journey log and I cross a time zone boundary, I record the landing time before changing my watch. I could also record it in the new local time and put an asterisk next to it, then explain the discrepancy with something like "Flight was 4.2h. T/O in EST, landing in AST."

Now that I think about it while not being in the middle of the night, the most correct solution is probably to start a new OFP for each duty day and write on it the range of zulu dates that it covers. The same solution may have to do for the journey log too. I could just put the date the flight starts, which is definitely and legally the moment I start the engines, but for the case when midnight zulu occurs between engine start and takeoff that is ambiguous, because when takeoff is 00:13, only I know whether I started the engines at 2359Z or 0001Z. All this matters little more to the operation than the colour of the sunset, but you are subscribed to Aviatrix's stream of consciousness (Aviatrix extreme of consciousness?) so there it is.

I am just finishing up my paysheet when my coworker texts to say that she has landed. I call the customer to ask if what the plan is. He says I'll be needed in a little over anhour, so I run across the highway to get some groceries. On the way back I stop to take a picture of a trailer full of freezers advertising "N.L. COD." Enterprising individual catering to the homesick Newfoundlanders in the oilfields. Just then my telephone rings. I check my watch. It hasn't been an hour. I hurry towards the hotel while answering, but it's the customer calling to say that I won't be flying today after all. That's very considerate of him. Often I just wait around for hours not knowing if I'll be called to fly or not.

I skip "rearrange stuff" on my list, because I'm not really sure anymore what I wanted rearranged, and I blog. Now I'm done blogging so I guess I'll make a list for tomorrow and go for a workout.

Another glamorous day in the life of a commercial pilot.

Thursday, June 04, 2009

Random Suitcases

My co-worker took the early shift this morning, so I slept in until eight. I would normally do a workout, but I haven't got any workout clothes with me and I don't want to get what I have all sweaty. WestJet says my bag is in Grande Prairie now and they promise to send it here on the 12:45 p.m. bus, to arrive about three hours later.

My co-worker calls. She's not flying, right now, but she has heard from our boss who says he wasn't able to get a hold of me. WestJet phoned him about my bag. That must be because I gave the WestJet agent my business card with my cellphone number circled. I guess someone decided to call my head office instead of me. The boss couldn't reach me because he was using a phonelist on which he hadn't updated my cell number since the last time I was up here, and had to get a new cell phone so that people could reach me. A communications difficulty because I was proactive about solving an earlier communications difficulty.

"It's okay," I tell my coworker, "I talked to them already. They're shipping it by bus--"

"Wait!" she interrupts, "We're supposed to take the airplane to Grande Prairie tonight for scheduled maintenance. You can pick it up yourself."

I'd love to go get my bag, if it isn't already on the bus, but the customer won't want the airplane yanked out from underneath them yet. We told them we had an extension. The customer is sufficiently not pleased that phone calls go back and forth until it is decided that the airplane will be released some time in the next few days, at the customer's convenience. The mechanic can wait there until the airplane arrives. The customer is delighted. Crisis averted.

Then another call, from the mechanic who is en route. His flight was delayed and he's missed his connection in Calgary. He's not impressed to learn that he may be cooling his heels for a while. Happy customer, pissed off mechanic. There's a law of conservation of pissed-offness somewhere, I'm sure.

After all that phoning, I realize that it's after 4 p.m. I call Greyhound to see whether I pick up the suitcase or they deliver. "Twelve forty-five?" says the agent, "There's no 12:45 bus to here from Grande Prairie."

WestJet sent my stuff on a 12:45 bus. Where, I wonder, did they send it? I'm beginning to suspect that WestJet has a shelf somewhere with "random eggs" on it. Does anyone else remember the random eggs? WestJet baggage opens again in Grande Prairie between nine and ten pm so I'll find out then.

The bus from Grande Prairie will arrive tonight, but the baggage office is closed then, so if it is on that bus, I can't get it until 6:30 tomorrow morning.

"Aviatrix," I tell myself, "These readers are tuning in to find out about your job, not your company communications and lost luggage." But dealing with company communications and lost luggage is my job. Anyone who thinks it's all about soaring majestically above the peaks and lakes needs a strong dose of reality.

But okay, you want flying, here's flying. The customer wants a flight at eight p.m. tonight. The good news is that this far north it probably won't even be dark by the time I land at two in the morning. The bad news being that I'll be flying an airplane until two in the morning. Night will come and go while I'm in the air. And then WestJet, Greyhound and the hotel will all try to wake me up while I'm trying to sleep the next day.

Sunday, November 16, 2008

Seven Swans a Swimming

The airplane is due for a fifty hour scheduled maintenance check, and company tells me to fly to Grande Prairie, Alberta for the work. G.P. has major airline service and is less than two hours from here, so we can get one of our mechanics in there. I'm to fly out there, hand the airplane over to the mechanic and then fly it back when he's done, probably the next day. I land in Fort Nelson after my day's work for the customer, refuel and then head straight to Grande Prairie. I've brought my overnight gear.

It's an easy trip east, descending into Grande Prairie over farmland and a big lake just west of the airport. The CFS warns me not to overfly a certain lake two miles SSE of the airport because of breeding trumpeter swans. Whether my passage will spoil the mood or risk hitting swans in flagrante delicto isn't clear, but to avoid either risk, I fly a tight circuit to stay west of the lake as I land on the westbound runway. I pull onto the apron and park near the Shell, shutting down beside a Cessna 172 with two flat tires. The Shell fueller, who looks very bored, says I can park here.

I call my PRM but he's not there so I leave a message and call the mechanic. He says we've arranged to use the hangar belonging to "Swan Airmotive," and gives me the name of his contact. I happen to have parked next to the Swan Aero Exec hangar, and I can see the hangar for Swanberg Air around the corner, on the taxiway past the Shell. Swan Aero Exec appears to, as the name would imply, be an executive charter operation. There's a passenger lounge accessible from groundside, visible through the side windows. It is dark and locked. I walk past that hangar and find a hangar signed Swan Aero next to it. It is open and there are a couple of helicopters in it, but no people are immediately evident. There's a telephone number on the front of the hangar. It doesn't have an area code written on it, but I feel the momentary thrill of being an experienced world traveller: I know the area code for northern Alberta by heart. One has to take ones thrills where one can find them.

I call the number, complete with area code and the answering service claims to be Swan Automotive. That's getting closer to being the correct swan. Better still, they transfer me to the cellphone of the correct person, who knows that I'm coming and tells me to leave the airplane where it is, with the brakes released and he'll tow it inside later.

When I hang up from that call, there's a message from the PRM saying that we're getting the work done at Swanberg Airmotive. Have I reached the titular seven swans yet? I'm assuming that there are two separate companies with Swan in their name (one that has several versions of the same name) because of some connection with swans, possibly the ones that are trying to breed two and a half miles south southeast of here.

The airplane taken care of, I now need to find something for me and the mechanic. He hasn't found a room yet. I ask the still-bored fueller (he's now wandering around examining another airplane, a homebuilt with three flat tires) if he can recommend a nearby hotel. He warns me that Grande Prairie is a ludicrously expensive town, and gives me a name and a rate: $160. What?! Isn't there a Super-8 or something? Another chain apparently bought out the Super-8s. He says I can find a worse hotel, but they are all going to be about the same price, so I might as well stay in the nice one. It was not called "The Swan." I call directory assistance on my now functional in northwestern Canada cellphone and they have two rooms and call me a cab.

It's a very nice hotel. I feel guilty for a little while at not finding a cheaper one, but you know what? We're here on Thanksgiving weekend. Lets not live in squallor. The mechanic and I check in, and he doesn't gasp in horror, so perhaps he's been to Grande Prairie before. We go out for dinner at the Keg. I let him know I'm available for any runups or anything else he needs me to do, but I know he just wants the pilot to stay out of the way until he is almost done. I can sleep in the next morning while he works. Ahh, luxury.