Showing posts with label death. Show all posts
Showing posts with label death. Show all posts

Tuesday, October 07, 2014

People

My eye just fell on a story from a month ago, of a Cirrus that flew into restricted airspace over Washington, DC. Intercepting jets noted that the pilot appeared unconscious, and followed the airplane until it crashed into the sea, I'm presuming because it ran out of fuel. Here's a flight log from FlightAware. The incident itself is not astonishing. The pilot was sixty-seven years old, and while I hope I'm still doing many things safely and well at that age, he wouldn't be the first sixty-seven year old to die suddenly and unexpectedly while in control of a vehicle. The thing that elevates the story to the "I have to blog this" level, was the comments I saw on articles about it.

They aren't vituperative rants blaming the government or the other party (or maybe I haven't read that far yet). They are well-meaning people who have read a news article, digested the information and formed opinions on the material, opinions that they are proud enough of to share. (Okay, that's a low bar: I write this blog, for example). I'm fascinated by the ideas some have, the way they see my world.

The article describes the Cirrus as having an emergency parachute. This is true. It's a safety feature. The Cirrus was designed to attract non-pilots into flying, and one thing many non-pilots wanted was a parachute. A number of pilots have deployed the Cirrus parachute and survived situations they did not believe they would have otherwise. And then you get the comment: Something tells me that a plane built with a parachute for engine failures is not a safe plane to fly. Does this person also believe that cars without seatbelts and roads without guardrails are safer? I've seen this before in comments from non-pilots: adding a layer of safety, be it a procedure, an attitude, or a piece of equipment, is perceived as reducing the safety of the operation. It's as if they assume that any aviation operation has a constant level of safety, so any added safety feature causes it to be lacking in another area.

Another reader asserts, This is a good reason why recreational pilots should be required to have co-pilots. While I don't deny that a second pilot in the cockpit represents a huge safety benefit, requiring recreational pilots to fly with a copilot would pretty much destroy recreational aviation. Most recreational airplanes don't have a lot of useful load, so a pilot would have to leave behind a member of her family or most of the fuel in order to take on a another pilot. Recreational pilots can't be paid for their services, so the pilots would have to negotiate where they were going to go and when, I suppose on the basis of "I'll sit with you when you fly to Montreal, if you'll sit with me while I fly to Halifax." Imagine if you were required to have another qualified driver beside you during every car trip you took. While it must have happened, I cannot think of an accident where a person on the ground was hurt because a private pilot was incapacitated. It's not a sufficient problem to require a legislated solution.

This next one fascinates me because it appears to use the term "nanny state" in a non-pejoritive fashion. Or is my sarcasm detector broken? Google is working on a driver free car, next is the pilot free airplane. I'm not going to see a lot of these advancements, but I sure hope my grandkids don't feel the need to rebel against this cradle to grave nanny state. there are enough mindless thrill seekers out there to fill the emergency rooms right now.

This thread is from an aviation site, so most of the farfetched ideas are corrected and explained by other commenters.

This one is from an American public radio station known to be left leading. Its commenters see a coverup for the plane being shot down, or ISIS action. It makes less sense for ISIS to take down a private pilot on his way from Waukesha, Wisconsin to Manassas, Virginia than it would for them to ambush a suburban soccer mom on the way to the grocery store.

This is from an eyewitness in a boat, quoted in this article. “You could tell the jets were extremely well-equipped and in control of the situation. We obviously paid close attention, but at no time did we think we were in danger. I think the jets could have controlled where and when it went down.” While they could have done that with armaments, the way the Cirrus is described descending into the sea is consistent with running out of fuel and not with being blown out of the sky.

And finally, not to forget that the pilot was a person, I found this blog that compiles the NTSB report, a few news stories, and numerous obituaries. It would appear that Cirrus pilot Ronald Hutchinson was an experienced pilot and well-regarded community member. My condolences to his family and friends.

Wednesday, September 24, 2014

Cold, Hypoxia and Spiders

From time to time a person stows away in the wheel well of an airliner. There's a big space up there, with room for all the hydraulics, a retracted wheel, and a person. Doors close over the opening to provide streamlining, but I don't know that they close tightly enough to prevent draughts. Mine certainly don't. My gear doors don't even cover the whole opening. There is no pressurization and no heating in that space. At altitude the proportion of oxygen in the air is the same as at sea level, but the total air pressure is less, so the partial pressure of oxygen is also less. This pressure is important. A person can't get sufficient oxygen just by breathing faster. The pressure of the oxygen is what allows oxygen to enter the bloodstream. If the pressure isn't high enough, there is insufficient oxygen for the brain to function. A person loses the ability to make decisions, passes out and if the deprivation is severe enough, eventually dies.

The air temperature decreases by two or three degrees for every thousand feet of altitude, down to about -56C. I've never seen one of these where the stowaway had sufficient knowledge--or resources--to wear a parka. I've been outdoors in temperatures down to about -40. Wearing a parka, and gloves, and a toque underneath my parka hood, and giant Sorel boots, and mittens, while physically active. If I had stopped and curled up for a few hours I know I would have become very very cold.

Most of the time the cold, lack of oxygen and sometimes falling out of the wheelwell kills the stowaway. But sometimes they make it, like this kid from California. Humans can be freaking tough. I find it hilarious, but not that surprising that an unhappy teenager successfully breached airfield security. There is trust involved in aviation. Many places we pay for fuel on the honour system. It takes no genius and rarely requires tools to breech an airport gate. There is also a trade off, mutual assistance among aviators is a tradition much older than airfield security. It's hard to stop people from helping one another. And absolutely any tool someone might need on an airport can literally fly over the fence.

I'm amused that the commenters on that CBC piece include someone who insists a wheelwell monitoring camera and pre-departure check thereof should be standard, someone who doesn't believe the incident happened at all, and someone who sees a conspiracy theory at work.

My airplane often carries little stowaways that seem to suffer no ill effect. Spiders crawl up in my wheel wells. I landed the other day, taxied a short distance off the runway, shut down and got out to clean the windshield. In that time, maybe five minutes since the propellers had stopped spinning, a spider had already strung silk from the propeller across to the fuselage, such that I had to break the web to access my forward cargo area, where the windshield cleaner is. I don't know that it was one of the spiders I carry with me, but I like to think the conditions are producing super spiders. I wonder if insects are attracted to the heat coming off the nacelles, making that a prime spot for web building.

Sunday, December 16, 2012

Screaming Busy

If this gets posted, I have stopped blogging for long enough to forget this was here. Likely I've run out of prewritten blog entries. I've probably lost interest, internet access, or my password. Or maybe I got a life. Expect the comments section on this entry to contain a note from someone who knows I'm okay, and then a note from me telling you to stop e-mailing me already, because if I'm too busy to blog I'm probably not reading my blog e-mail either.

Busy. Will blog or officially end blog later.

Or if no one turns up to claim I'm okay, then perhaps I'm not, but you are absolutely forbidden to post, quote, read or even refer to the poem High Flight in my memory. I hate it and anyone disregarding this notice will be cut from my will, banned or evicted from my funeral, forbidden to comment on my blog, and haunted by malevolent spirits. Not even mine. Malevolent douchebag spirits whom I'll designate.

Friday, August 24, 2012

Fragile

As I shut down the airplane I turn off the avionics, bring the power back to idle and then on each engine momentarily turn both magnetos off, then back on again as soon as I have verified that the engine would die without them. That means that when the off position is selected for the magnetos, turning a propeller by hand just to move it out of the way cannot produce a spark and start the engine. Then I return the power to 1000 rpm and shut down the engine by pulling the mixture levers all the way back, cutting off the fuel supply to the engine.

Considering the number of things I have to do right to start the engine when I want it to start, it seems a little ridiculous imagining the slight movement of a propeller during ground handling, with the fuel cut off, causing the engine to start. I wonder if this is a safety precaution that made sense long ago and is no longer relevant, but that we've never stopped following. Has anyone ever heard of a ground-handling propeller strike accident that occurred because of a live magneto, when the mixtures were in idle cut-off and the mags selected off? I have met a few American pilots and mechanics who have never heard of the check, so perhaps it lingers longer in the British Empire.

On this particular occasion I not only put the airplane in the hangar, but then climbed back on board and stowed all the oxygen masks and cables, took everything out of the seat back pockets, removed snacks and garbage and chart collections and generally cleared the way for maintenance to take out the seats and rip out the floor panels for a major inspection. That also means a few days off for me. The exact number will be determined by what they find on the inspection. I go home and put my phone on the charger. For a few days I am set free from the requirement to have it always with me.

The next day I happen to be sitting near the charger and it rings, with my boss' name on the display. I answer and recognize the boss' bad news voice. I wonder what horrible thing they have found with the airplane, and if there is some way I have caused it through poor airmanship, or missed finding it on my preflight inspections. But, it's nothing to do with the airplane. One of my coworkers has been critically injured in an accident. Nothing to do with work, just out with friends. It puts everything else into context. Life is so fragile.

Wednesday, May 18, 2011

From the Mop to the Top

The relationship between pilots and air traffic controllers is nothing like that between drivers and traffic cops. It's closer to the relationship between runners and the people who cheer us on and hand us food and cups of water. I don't know how they select and train people for the job, but the typical air traffic controller's desire to do everything they can to expedite traffic seems to be tempered only by their desire to keep us safe. I know that occasional arbitrary-seeming restrictions on my access to airspace are required for separation. I can't think that I've ever felt a controller was holding me up because she was being lazy. They do make mistakes, and every once in a while we joke that one is trying to kill us, but we forgive them, because they always forgive our mistakes and protect us from their consequences. I can't think that I've ever felt rage at an air traffic controller. I've certainly never wished one dead.

So it's with admiration and sorrow that I present the life story of the late Eleanor Joyce Toliver-Williams, an FAA air traffic controller I found out about recently through Greg Gross's travel blog. She retired as chief of the Cleveland ARTCC, which is pretty impressive for anyone seeing as it's the busiest of only twenty-two such 'Centers' in the US. But it's remarkable because she started as an FAA janitor. In Alaska(*). She went from janitor to stenographer to certified controller in three years, which is about half the time than it took me to go from flight instructor to charter captain. Then it took five more years for her to be given an actual assignment as a controller. I'm not sure if that was because she was the first black woman to qualify and America didn't know if it was ready for her, or if she had some time off before she got a placement she wanted. She did raise seven children along the way.

It's worth reading her full obituary here.

* That's only one step up from unemployed in Greenland, isn't it.

Tuesday, February 08, 2011

Two Movies Set in Cambodia

I watched The Killing Fields, a 1984 movie about the Khmer Rouge years in Cambodia. It had been recommended to me for context before we went there, but I resisted. I don't usually watch movies with "kill" in the title. Heck, I didn't even see "To Kill a Mockingbird." I hoped it wouldn't be too gory, but seeing as I had it all in my head anyway, I decided to get it over with. I expected it to be a personal story, setting the scene and then following an individual from the Phnom Peng evacuation, to the rice fields, to arrest and interrogation, and finally to the titular fields. It was pretty much that, the requisite landmine exploding almost comically close the the moment I said "we haven't had any landmines yet," but rather than seeing more than I could bear, I was disappointed that there was not enough.

The film opened with a brief historical narration over a scene of a child on the back of a water buffalo in rural Cambodian scenery, but then cut to a group of rude Western journalists. While the experience of a foreign journalist in Cambodia in 1975 is interesting, it's limited to a few dozen people and doesn't have repercussions on the state of the country today the way the experience of millions of Cambodians does. I knew it was a framing device, to give the lives of these unknown people an American context, and, through the mobility of the foreigners, to tell the story with a wider perspective. It turns out to be a true story, too, about the relationship between an American journalist Sidney and his translator Pran, but it was still irritating. I didn't find any of the journalists to be sympathetic characters, and to me every scene of reporters typing, developing film, or arguing over access to the telex machines was a waste of film minutes that could have been spent on the Cambodians. When it becomes clear that Pran will be handed over to the Khmer Rouge, the camera even focuses on Sidney's reaction, not Pran's.

The film was made in 1983 to 1984, still not a stable time in Cambodian history, so it was filmed in neighbouring Thailand. Many of the actors are Thai, and Haing Ngor who plays the lead Cambodian was half ethnic Chinese. He wasn't a professional actor, and was originally hired as a technical expert. He had similar experiences to the man he portrayed, and his actual story is even better than the one he won the Academy Award for. They tried to hire Khmer people for the roles, but all trained Cambodian actors had been killed by the Khmer Rouge.

Of the suffering in the camps, Ngor kept telling the director, "No, it was worse! It was worse!" and the director had to shake his head and tell him that it was just a movie. Movie standards for violence were much more restrictive back then. The most violence they did show was doubly distanced from the viewer, by having us see Sidney back in New York watching it on TV, and by the standard cinematic technique of replacing the sound effects with classical music. Suffering was implied, but they didn't make me feel it. Perhaps it was a pacing issue. By contrast, the scene in Lost where Richard is chained up in the grounded slave ship is silly fiction, but they take the time to tell the story. Perhaps what we saw was still pretty edgy for 1984. In filming The Killing Fields, they borrowed a woman's rice paddy to dress as a killing field and she walked out into it in the morning, only to see the set dressed with simulated decomposing corpses. "She had to be given a day's rest," says the director's commentary.

I watched it with a friend, then we switched gears by making it a double-header with Tomb Raider, an Indiana Jones movie clone starring Angelina Jolie's boobs. The connection is that it is partially set and filmed on location in Cambodia. Sadly, real life fighting has broken out recently on the Cambodia-Thailand border in the vicinity of some Khmer ruins, a new flare-up in a territorial dispute that has been running for over a hundred years, between two countries that have been fighting on and off for over a thousand years.

Thursday, December 23, 2010

Cultural Window

I'm home from Cambodia but I keep wanting to learn more. I've paid a few dollars for iPod Khmer lessons and reading Cambodian news. I'm finding news stories about people killed on the Diamond Bridge during the water festival an interesting window into the culture, values and lives of the people of Cambodia.

This young woman dropped out of school after grade eight to work in a garment factory, to contribute to her family's income. Her mother wishes for her to be reincarnated in a rich and kind family where she can go to university and live a long life.

This young woman was Muslim, a member of the Cham ethnic minority. As far as I can see, her family look and speak the same way as ethnic Khmers. She was already an orphan, living with her grandmother.

In this video, monks place what look like offerings into a hole in the bridge, and issue a blessing before reopening the bridge to traffic.

And here is a play about the effect today of the time of Pol Pot. It's in Khmer, but there is a scene-by-scene translation of the dialogue. If you read just one, read Scene Seven. It sums it up in a way. It seems from my reading of the play that everyone in the country is carrying guilt. Everyone who remembers that time had to do something to survive, and carries the guilt of what they did, even if it's just a starving seven year old girl taking rice from her baby brother.

I'm oddly homesick for Cambodia, after being there only a short time, and I enjoy hearing the language again in these people's voices.

Wednesday, December 15, 2010

The Depressingest Day

This is not a cheerful post. The faint-of-heart may wish to skip it and read about happy cute children, tomorrow.

The next day I come down to the breakfast room at 6:30, when breakfast is scheduled to start, but it's not open yet. I go out into the lobby to find out if there is a problem and before I can say anything some members of my group say, "You haven't heard?" Uh, heard what? They gesture at the TV and tell me: hundreds of people were killed and injured last night during the fireworks.

The bridge that I saw night before last and realized must go over the river I was looking for was the site of last night's carnage. There's an island in the river, a festival site, and the police were trying to set it up so there was one bridge to the island and one bridge from the island, but policing, as I've unintentionally documented, is stretched thin and not in your face. I think in a culture that was so recently so devastated by brutal police action, it's important for the police to not be party killers. People started going both ways on both bridges, causing a human traffic jam, like the one I was in the night before. All it takes at that point is for someone to faint or otherwise fall and people to push over them and trip, and you have a pile-up and people trampled. Tragically the police tried to clear the logjam with water cannons, while people were trying to escape by grabbing onto the electrical wires overhead, leading to electrocution as another cause of injury. I see by this article (I know it's from an unorthodox source, but it gives most of the other information as I know it) that officials deny electrocutions, so that is not confirmed. Some people jumped off the bridge to escape and were injured or drowned that way. This Guardian article has an interview implying that some people may have drowned without realizing they could stand up in the shallow river.

It's so Third World. You hear some kind of news report like this at least every year. Hundreds of people killed in a firetrap building or a ferryboat sinking. We gasp and murmur about how it wouldn't happen here because we have safety standards, then the news moves on to the stock market report or a by-election in Sudbury. But now it is here. The TV is tuned to a local station, showing the grisly remains on the bridge after surging crowds trampled some people and others were electrocuted by overhead wiring while trying to escape. Desk staff switch the TV station to CNN in English for the foreigners. CNN moves on to catalogue other mass deaths at public events and we switch back to the Khmer station. This is footage from last night showing people being carried away from the scene, dangling by their arms and legs. Local television live coverage shows some close-ups of the bodies laid out on the ground like so many items in the lost & found, as relatives walk between the rows, looking for missing loved ones. The customs of what media show are different here. In Canada they would take some footage of the shoes, clothing and souvenirs that still litter the bridge, and interview a bereaved family. Here we see the actual victims of trampling and suffocation. Another detail that struck me from the English language newspaper story is the actions of bystanders trying to help. It said that they placed pieces of cardboard over the faces of people who were obviously dead, and used pieces of cardboard to fan those they felt might be alive. In Canada it would have been jackets or blankets. The generic thing that an untrained or unequipped person does in a first aid situation in Canada is to cover the victim with a blanket or jacket to keep them warm. I wonder how many first aid manuals have that advice, oblivious to the fact that the opposite may be called for.

The Prime Minister is announcing a national day of mourning. After breakfast I Google for local mourning customs and then change into a white shirt, it's a pilot shirt, the only white I have.

We get on a bus and go to the Tabitha headquarters to be briefed on the project. We go in through the store, upstairs past all kinds of brightly coloured silk items and up to the roof where chairs are arranged for us under a cardboard awning. Some women are sitting up there working on handicrafts. Someone hands out bottles of water for us and Nari introduces herself. Jean, the founder and head of Tabitha is not here because she is in hospital. She would normally give this briefing. Nari is Khmer and apologizes in advance for her imperfect grammar and accent, but is perfectly understandable throughout.

There have been 1053 houses built this year under Tabitha's auspices. I don't know how many have been by clumsy foreigners and how many by local contractors. She teaches us and has us practice a formal Khmer greeting jum reap sur and good-bye jum reap lea. Ground rules include a strict admonition not to touch children: the parents may think we want to take them, and may actually offer them over, producing bad feelings all around when we reject them. We must not cry out or show pain or anger if we are injured during the building. It's bad luck for the house. Smile, walk away, and seek first aid at a distance. There will be a latrine for our use. Bring toilet paper. Eat salty food for breakfast on the morning of the build and be sure to drink at least eight bottles of water--that's four litres--during the day. Take a water break every twenty minutes. Wear sunscreen. Tabitha will have bread and water for us, it's up to us to buy sandwich fillings if we want them. (We want, and already have a committee organized to do that). Do not leave food behind: the villagers don't know how to eat cheese and butter and other foods that we consider normal. There will be a table provided for us to put our personal belongings, where they will be safe. Don't stash things elsewhere in the village, because they can't vouch for things not being touched there. Get permission to take photographs. No gifts for anyone, unless we have the same for everyone in the village. The Cambodians will finish up at the end of the day if we are unable to.

Today we have some mandatory sightseeing so that we understand the context of Cambodia's situation, and Nari is going to send us off with her personal story. In 1975 when the Khmer Rouge marched into the city to overthrow the government, people welcomed them, believing that this would mean the end of the civil war and the US bombing attacks. The army announced that the city was to be evacuated immediately because of an imminent attack. Nari's family took very little, both because of the short notice and because they were told it was to be a three day evacuation. She was gone for three years eight months and twenty days. During that time, young Nari was immediately separated from her parents, and there was no school, market, banks or hospitals. They had to work from four a.m. until nine p.m. in the rice fields then walk back to their camp. Sometimes soldiers came in the night with flashlights to take people away for interrogation. If you answered their questions properly you were okay, but the interrogation might take until four a.m., meaning no sleep before you had to go back to work. As she tells it, it's almost as if she's willing to accept those working hours, even willing to endure interrogation, but that stealing her sleep is the last straw. She's clearly still angry at that. She uses the two syllables "Pol Pot" to refer to the whole episode. "In Pol Pot" means "during the Pol Pot regime" and "the atrocities perpetuated by Pol Pot" and anything else associated with that time.

In 1979 she was allowed to leave the camp and went straight back to Phnom Penh to find her parents. She went to S21, where our tour group will be going next, when the blood was still fresh on the floor to look at mugshots. Nari was the only survivor of her whole family. She still fears the night. They have stolen her sleep permanently, not just for those almost four years.

She says that Tabitha is not about giving people things, but getting people who have become passive from occupation and abuse to do things for themselves. She describes the first time that she was sent to greet an arriving build group at the airport. She didn't speak English, she wasn't used to foreigners or strangers, but she was just told to go. The anger at that is still there, too, but she says she went, with a sign and found the group, and so on from there. I assume from the fact that she is giving a briefing normally made by the head of the organization that she is a senior administrator, but she doesn't have any more airs about it than the women who sit on the floor behind her, occasionally checking us out as they work.

She thanks us, and we thank her, and offer her the formal goodbye that she taught us. We have a few minutes to shop in the store before we go, buying beautiful handmade silk things at factory polyester prices. I buy Christmas presents. And how about a new handbag to go with those shoes? We hang onto those colourful pieces of silk, because they are the bright spots in a pretty grim day.

We get back on the bus and stop at the Tuol Sleng Genocide Museum. Yeah, it's going to be that kind of day. This is a former high school in an urban area, but when the Khmer Rouge closed all the schools and evacuated everyone from urban areas, they converted it into Security Office 21, a detention and torture centre. Everyone who had an education, a profession, spoke a foreign language, or even who wore glasses was a suspect. Our polite tour guide, probably born more than ten years after S21 closed down, recites graphic details of the meaning of each room and artifact without a hint of sensationalism. It's not as if he's trying to shock us, definitely not to be dramatic. More like he's trying to convince us that these atrocities really happened, and convince us in the most scientific manner possible. Later I read the brochure I was given at the beginning of the tour and see that that is precisely what they are doing. The mandate of the museum is to collect and preserve evidence, for eventual trials, or to prevent people from denying it happened. The brochure says, "preventing new Pol Pot from emerging in the lands of Angkor or anywhere else on Earth," but I know that there's no amount of documentation that will prevent the next systematic genocide.

This might mean no laughing or no smiling. It didn't matter, as I had no urge to do either.

I don't really want to write about what went on at S21, but I didn't include details in yesterday's history post, so I suppose I have to. We toured first through the torture rooms, furnished with iron bedframes with shackles and various everyday implements made sinister by their presence here. It is still easy to see that the rooms are ordinary classrooms divided in half with brick walls, but most classrooms do not have such dark stains on the checkered tiles. They also put glass in the windows to minimize the screams escaping the facility. When the Vietnamese took the city in 1979 the guards and prisoners were all gone with the exception of fourteen decomposed murder victims still chained to these beds. I remember one of my group members saying, "They killed him with a shovel, and left the shovel." The guide was not making remarks that specific, but rather presenting the evidence and allowing us to draw the conclusions. One of the fourteen was female, and when we are in the room where she was found he says there is no way to know what torture methods were used on which prisoner, but that there was a mosquito net in this room, and not in others, and they would not have used mosquito nets for the benefit of naked prisoners. Each room contains a black and white photograph of what it looked like when it was found. Other than removal of filth and human remains, the rooms are pretty much as they were. I can't imagine being a prisoner. I can only just put myself in the shoes of the people who discovered the facility, going from room to room discovering and documenting what they found before they burned the corpses.

He shows us a chair that looks like an implement of torture, but is actually just the chair where prisoners were photographed. Many of the mugshots are displayed around the walls. They look at us, the captors, with fear, resignation, confusion, defiance. They're all individuals. One of them has a t-shirt with cute little bare footprints across it. I think I had one like that in 1979. Some of the prisoners are children. Some women hold babies. In the early pictures the prisoners hold simple numbers. In later ones they have more elaborate mugshot data with the date of arrest and prisoner number. The guide insists on showing us the range of numbers on a particular day, proving that there were sometimes hundreds of arrests a day. If someone was arrested, they took their whole family, even children, to avoid retribution later. If a prisoner died during torture, the guard was suspected of colluding to keep their secrets, and also arrested. Perhaps that is part of how Cambodia is not consumed by hate. It wasn't really one group of people doing this to another. It was a horrible epidemic that swept people into doing and having done horrible things.

While they were not being tortured, prisoners were housed either in individual cells, each 80 cm by 200 cm, tiny bricked sections of a classroom, or upstairs in unconverted classrooms, all shackled together in rows by the feet. He shows us the shackles, a photo, and a painting by a survivor. Approximately 20,000 people, including children, came through this facility. There were seven people known to be released alive. One of them was the founding curator of this museum and still works to train the tour guides. I can't even stand to tell you all the details of my visit, and this guy re-lives it for the guides. I can't really listen to it all. Fortunately, it's a little bit of work to understand the guide's accent, so after I have had enough I stop making that effort and just look at the pictures. Every once in a while a phrase filters though and I hear, "and that is how they killed the babies" while being aware that the words "sharp stick" are still in my mental buffer.

Above: A view of one of the individual cells. The black metal pieces have been added by the museum to prevent the poor brickwork from collapsing. Below: A room where the cells have been removed, but marks on the floor show the cell size relative to the people standing on it.

Part of what made it so horrific was that it was a high school. Everyone has high schools. Movies tend to make torture facilities some dark dank dungeon or high tech sterile room. It's more insidious for the imagination to make it a high school, because you're going to see those every day. The construction materials for the conversion are the same kind of bricks we see every day in construction projects all over the city. This piece of apparatus was originally used for the kids to do gymnastics. They repurposed it. It's not a gallows: executions were not conducted here.

In another room there are untidy shelves overflowing with skulls. There used to be a map of the country made out of skulls here, but they moved it to another museum. I feel uncomfortable not about the presence of human body parts, but because I understand that Buddhists believe that the body must be treated with respect in order for the soul to be at peace. Even without Buddhist beliefs, it seems a little callous. If prisoners were still alive after about four months in this facility, once they had confessed to being spies for the KGB and CIA (even though they'd probably never heard of either entity), they were blindfolded and removed in a truck. We'll follow the path of those trucks later. First, a light lunch! Yeah, who scheduled this?

We don't think we're going to want to eat anything, but we do. I guess it's a way to confirm that we're alive and healthy. "So what do you think, Aviatrix?" asks someone. There's more than one thing to think about this? We're a nasty species.

The bus ride takes us out to a more rural area and then stops in front of a gate where we pay a small admission fee and break into groups for another guided tour. A sign requests that we remove our shoes at the memorial, and observe five minutes of silence out of respect for the dead. The area inside the gate is an uneven field with grass growing on it, a few small buildings, and an ornate tower at one side. This is a Killing Field. No euphemism or hyperbole here. It's a field, and it was used for killing. The guide shows us where the trucks parked and unloaded the prisoners after S21 was done with them. He says that the prisoners didn't do any work here, were simply led to the edge of a hole, killed and buried. I suspect that it wasn't the guards who dug the holes, though.

The tower is called a stupa, and is a traditional style of memorial to revered people. This one is constructed in multiple levels, with victims' clothing displayed on the lowest, several layers of skulls, then other bones on higher levels. The guide details the types of bones on each level, no doubt translating a solemn catalogue of bone names from Khmer, and he probably deliberately chose colloquial over latin names for most of them, but it does sound like the song about what bone is connected to what bone. There are over 8900 skulls in the stupa, along with a roughly corresponding number of other disconnected bones. He takes us up to the stupa and I take off my hat and shoes to walk around the interior in silence. The skulls are catalogued in sets: "juvenile males under 15" "mature females 41-60" "senile male over 60." The letters L, R and N at the end of a word in the local accent is pronounced very subtly. "Senile" and "senior" probably sound identical. When I have completed the five minute silence, my tour group is nowhere in sight. I wander off in search of them, picking up on the periphery of other tours, people not in my group, and some in languages I don't know. I linger, pretending to read a sign while listening to other people's guides. They're mostly talking about the ways prisoners were executed. You'd think they'd have it down to an assembly line procedure but this guy is pointing out the sharpness of a particular kind of palm frond, which can be used to slit people's throats, and that guy is talking about smashing heads, while the other guy is describing the versatility of DDT. It's a lethal agent and a deodorizer. They didn't shoot prisoners because bullets are expensive and noisy, compared to naturally sharpened palm fronds and shovels. I find my tour group coming back the other way, at a pit where they recovered I think it was 66 headless corpses wearing Khmer Rouge uniforms. Maybe it was 166. Sufficient to make it clear that no one was safe. This blog entry includes enough photos to give you a virtual walkthrough of the site. Don't miss the baby head-smashing tree.

There's a film inside another building, another hats off, shoes off site. I notice female Muslim visitors who do not remove their headgear. It's interesting how one culture's respect is another's disrespect. You probably would be frowned on for entering the Washington Monument barefoot, and I've been cautioned to wear a hat to attend a religious ceremony before. Even in religions as close as Judaism and Christianity men have opposite requirements for head coverings in a place of worship. I'm guessing any conflict between hat removal and headscarf wearing has been resolved during a thousand years of a Muslim minority in Khmer territory. The movie interviews someone who lived near here, and who came back home in 1979 to see new buildings and tools at what used to be a Chinese graveyard, and didn't know why. There were nine foreigners killed here. European foreigners, I think they mean. They were journalists. I wonder how long they held onto hope of filing a story about this place. The museum refers to a "sealed" tower, but as you can see the walls have been slid open in places so you could reach out and touch the skulls if curiosity outweighed respect. I asked about what became of the Chinese people who had once been buried here. The guide said that a few bodies were found who had died of natural causes, but didn't say if there had been an official relocation.

Here we see the garb of people inspired by a charismatic young communist revolutionary about whom they knew little. And on the left, the uniform of the Khmer Rouge.

I have two consolations today. The first is that the stupa is dedicated as a measure of proper respect to all those killed by the regime, soothing my concern for the effect of casually handled skulls on the eternal souls of the dead. The second is that only seven people had to live very long with memories of this place.

Back on the bus, there are kids outside the windows. Someone realizes that they are asking for empty water bottles, and tosses them one. It's on the other side of the bus, so I can't see the kids, just the people tossing them out the window. Someone cheers that the littlest girl got a bottle. "That's sadly like feeding ducks," I say. You know how you always try to get a big piece to the shy duck at the back? And how the mean duck always chases it down and takes it away. Apparently one of the girls knocked down the girl and took her bottle. Later the bottle throwers will be chastised for disobeying the "give nothing to anyone" rule. I suppose the kids fighting over the bottles were demonstrated proof that it just leads to strife. And I'm told one kid had a big wad of dollar bills from begging, too. The kids were playing and dancing until they saw the tourists, then they all put on their sad faces to come and beg. They should be in school, learning a real trade.

We go home and have supper. As I watch people in the street and in the café I see them, and I also see their little skulls. Human skulls are quite small, really. A lot of the face is flesh, the back of the head hair and neck muscle.

The makeshift patient transport above was recorded by a photographer who was in Cambodia in 2008. There's no Cambodian who has worked in hospitals for forty years, and no one who has been locally trained by someone who was. They had nothing and had to make it all up from scratch, because almost every doctor in the country was killed in the Khmer Rouge purge. Last night there must have been a terrible feeling of helplessness among emergency workers, and everyone involved. I understand that many of the dead were removed from the bridge alive, but that the hospital infrastructure was so overwhelmed by all the casualties, they were releasing bodies directly to families without them being registered as deaths.

Monday, November 22, 2010

Thursday, November 11, 2010

Remembering Sacrifice

The eleventh of November is Remembrance Day in Canada, a day set aside for us to remember those who died in the service of their country. It's not a victory celebration. It's not about pride in ones armed forces. It's not supposed to be a political statement about the nature of war. It's just a day, and specifically a minute of silence, to remember those who died fighting in the name of their countries. In Canada we wear poppies, or nowadays plastic and felt representations of poppies, as a symbol of our remembrance.

I explain this holiday every year, but this year I happened to have an experience that illustrates how I feel about it, and showed to me that I wasn't kidding myself. I was walking along an unfamiliar road and came across a cenotaph to the local war dead. It was of a common format: a square column with the dates 1914-1918 engraved on one face and 1939-1945 engraved on another, accompanied by a list of the men from the local community who had not returned from the corresponding combats. Of course I'm not old enough to have first hand experience of either of those wars, but those dates automatically bring to mind history class images of mud and barbed wire. I stopped and looked at the memorial, read some of the names and wondered what they were like, how bad it had been for them, wondered if their families still lived in the town. Then I walked on. Around the next corner was another war memorial, very similar to, but a hundred years older than the first. It was from a war I'd never heard of.

It was focus-changing. It reminded me that someday an ordinary person will have no specific emotional associations with the first and second world wars, and eventually even with the most recent gulf wars. Someone who paid attention in history class may recall the official causes and some of the combatants, but it will be nerd knowledge and not a topic of political debate. Does anyone today identify personally with one side or the other of the Thirty Years War? Perhaps some people do. I heard someone use the pronoun "we" with reference to the Saxon tribesmen who harassed the Roman soldiers in northern Europe. I don't think that sort of identification with past grievances is a good thing for a society to keep alive. I believe one can remember and honour the fallen without perpetuating the conflict that killed them.

I know I've made that step because it only occurred to me as I typed this up that the names I read on that first memorial were the names of people who may have either killed or died at the hands of people whose names I have read on other cenotaphs. It was in a village in Germany. May they all rest in peace.

Monday, October 25, 2010

Altitude

I don't usually watch scary movies, but when I saw the publicity photo for this one, with the cast posing in a piston twin, its very familiar cockpit prominent in the background of the shot, I had to see it. Fortunately it isn't really movie-scary. That's not to say that pilots watching this movie won't have nightmares afterward. Let me set the scene.


A non-instrument rated pilot with only a few hours multi-engine experience, poor weather assessment skills and an affected emotional state boards all her closest friends onto an aircraft she has never flown before, with inoperative wing boots, and without providing a preflight safety briefing, securing their baggage nor performing a weight and balance calculation. She departs beneath the dark bases of towering cumulus and then attempts to outclimb them in poor visibility in mountainous terrain.
None of these factors dooms the flight, but an authoritative preflight safety briefing may have helped their case. Or maybe not, considering what the film throws at the terrified group of teens. Unlike my typical movie 'review,' I'm not going to give the whole story away. Most of the scary parts are an old-fashioned movie of the imagination with some depicted B-movie monster fun.
Although some aspects of the initial emergency that drives the plot are roll-in-the-aisles funny to anyone who knows how an airplane works, the aviation parts of the movie show the hand of a competent technical adviser. I know her. She is a commercial pilot who worked on Wings Over Canada. The pilot runs accurate checklists and, before she degenerates into screaming "MAYDAY" on multiple frequencies, makes the most authentic radio calls ever heard in a major motion picture. The weight calculation that she performs in her head (in flight, after icing become a concern) doesn't include any moment arms, but it's almost startling to hear her use terms like "basic empty weight" and explain that the stall speed will increase with weight.
Sadly the movie does not escape the "we have to lighten the load!" trope, involving throwing baggage out of the airplane, but they do avoid cutting to the fuel gauge at dramatically more frequent intervals. The pilot even leaves the Janitrol heater turned off specifically to conserve fuel. You don't realize how many things there are to know about aviation until you see the high ratio of things they got right to things they got wrong in the details.
The aircraft callsign for the purpose of the film is C-MYXZ. That's not a real callsign, as Canadian registrations never have an M after the C. Registrations are often changed for movie purposes. The Americans even have a small group of N-numbers reserved just for movies. This is the first time I've seen this particular obfuscation on a Canadian movie airplane. Maybe it's M for movie. it's like a 555 telephone number prefix for airplane registrations. The actual registration on this airplane is personalized to the owner, while YXZ is about as generic as you get.
I think not being a giant studio movie placed fewer layers between the technical advice and the finished product, and the result lends a lot more verisimilitude to the picture than you'd expect from a scary teen movie set in an airplane. Even though the director may not have intended suspense based on a VFR pilot hand flying through IMC, my heart was pounding. Spotting editing errors like an outside shot of the aircraft crossing the hold short line while the dialogue has the pilot reading back a hold short clearance, or a huge split in the mixtures when both engines are functioning normally is just part of the fun.
So is the ultimate hazard to this aircraft to be a control surface malfunction? Icing? Structural damage from turbulence? Fuel exhaustion? Loss of control from disorientation (and the pilot constantly turning her head around to talk to the people in the back)? Psychotic passengers? Hypoxia? CFIT? Not even close. Try giant space octopus. That's not a spoiler: its tentacles are right on the movie poster. Advance publicity billed this as a Lovecraftian monster movie, but monster fans will probably be disappointed. Aviation B-movie lovers should buy it right away, though.
The writer confesses that the original ending killed them all by crashing into terrain, but the actual ending is clever and satisfying. There are still a few loose ends, but I'll just call them red herrings. My largest complaint is that the visual post-processing was done overseas by a mainland China shop. This is not a quality issue, but because there's a lot of taxpayer funding in this, Kaare Andrew's first feature film, I'd rather it have gone to local talent. I'll forgive them because apparently they tried to have it done locally and then there was some screw-up; a Chinese company, with a Canadian connection, saved the film. It's filmed in Canada with anonymized airports and nav aid names, but if you've been there you'll easily spot where they really are.
It's rated restricted in the US for "language" and a "sexual gesture," but it's not a sweary or obscene movie at all. Apparently in the US, a guy hidden by a seatback who makes a gesture that suggests he may be opening his pants and waggling his wang poses potential trauma for a sixteen year old, while kids are free to see movies where someone is bludgeoned to death, so long as no blood is depicted. (I recall no bludgeoning nor bloodshed in Altitude).
As you can tell from the date on this blog entry and the direct-to- video release date of the movie, I got to see an advance showing, but I don't have a personal or financial connection to the film or its crew. I paid for my ticket and for my own copy of the DVD.

On the topic of products being released imminently by independent Canadian entertainers and of entertaining fictional death, a year or so ago one of my favourite webcomic artists, Ryan North of Dinosaur Comics, solicited stories about a world in which a person could learn the manner of their death in advance. Selected best stories have been edited into an anthology, and the book is about to be published. In an attempt to get a little bit of attention to a book that major publishing houses wouldn't accept, they ask that if you'd like to buy the book, buy it on Amazon.com on October 26th, in order to spike the sales and get it on Amazon's bestseller list, just for a day. A more cogent argument for that strategy is here. Again, I have no connection to the product, didn't even submit a story, but I appreciate Ryan's work, and I'd love a world where artists did wonderful things and simultaneously had enough money to support themselves, without all the intervening apparatus of the ... I want to say "dinosaur publishing world" but that would imply that they were as cool as Ryan's character T-Rex.

Saturday, August 28, 2010

Bad Risk

My coworkers is married and getting a mortgage, so wants insurance. He asked on company e-mail if anyone knew of a company that would sell him life insurance for a reasonable price. I don't have any life insurance, but I have always had property or renter's insurance as appropriate, so I asked my insurance company if they covered pilots. They said:

Dear Mr. Anonymous,
Thank you for the inquiry with Canada Life. Yes, we do approve commercial pilots.

However, each case is underwritten individually, and individual circumstances are evaluated. We look at the total number of solo hours, age of the applicant, locations where the flying is done, what kind of hazardous conditions are involved, and more.

After an application is received, from a commercial pilot, we would either mail out our aviation questionnaire if the applicant prefers, or we can have our teleunderwriters gather the information by doing a telephoned interview. This is our fastest way to have a final decision on an insurance application.

I'm not going to object to a knowledgeable analysis of the risk posed by a particular client but solo hours? Solo hours become largely irrelevant after finishing the requirements of the private licence. It makes the insurance company sound like someone's mother. He's already spoken to this company, it turns out, and they gave him a quote that seems to indicate they don't think he has good odds to last out the year. I guess he doesn't have enough "solo hours" for them.

And yes, they did call me Mister.

Wednesday, August 25, 2010

Turn, Turn, Turn

It's go day. The airplane is jammed full of gear so our AME and clients are taking the airlines. It's amazing where airlines go in the US. And it's not a Twin Otter, either. They drop us off at the FBO and then drive back to the terminal to check in.

We bid farewell to the folks at the FBO. They've treated us well. The weather at destination is not great, but should be adequate for us to get in. We just have to bypass the mountains that bar our way in every direction but south. We taxi out and are cleared for take-off on the same runway we used for departure on the mission, but I think it was an intersection departure this time. We follow their instructions to fly south, then by vectors, then on course. I keep my eyes peeled for beluga whales as we go over the inlet. I so want to see a wild beluga whale.

The first route we attempt to navigate is Merrill Pass. It's a very long pass, going in over a low river and lake before reaching the saddle that is the highest point in the pass. We try to fly high, above a scattered layer, but the clouds build in front of us forcing us higher into a sandwich with the layer above. Ahead of us all is indistinct grey-white. We can't tell whether the layers meet each other or grey rock. You already know, as I said this was the "first" route, that this one was unsuccessful. Perhaps a pilot very familiar with this pass would have pressed on, but that's not us. We reverse course and tell flight services we were unable Merrill and we're going to try the lower pass at Lake Clarke. He saves us the trouble by giving us PIREPs indicating that it too is impassable. Okay, maybe we can go around further, at the end of this range. I love having fuel and speed. I'd love more going up and over, but it's a long way up to get to IFR altitudes here. This range contains Mount McKinley, locally known as Denali, the highest point in North America. That means that even with summer temperatures on the ground, the forecast ice in convective cloud is beyond the certification of this airplane.

As we work our way south down the coast the visibility drops in rain and mist. We're down over the sea, watching out for pointy islands and hoping we don't get in trouble for being within 3000' of oil rigs. Finally I say, "Screw it, we're not bush pilots. This isn't going to be safe when there isn't an ocean to the left." I take that unobstructed left turn and head back north. "Is there another airport closer that looks like it has an okay town for an overnight?" He doesn't see one on the chart and after discussion I agree with his recommendation to return to the same airport in Anchorage, where everything is. It's a better place to be stuck.

The FBO don't mind that we've come back. The manager gives us a ride to a grocery store with a deli, so we can buy lunch. We bring it back to the FBO and sit upstairs in the pilots lounge, reading National Geographic and obsessively refreshing the mountain pass webcam sites, as if we can clear the clouds by shear force of clicking. We're still hoping the weather will improve today so we can deliver ourselves and our cargo on schedule.

The manager tells us that he is going home early, but to call him if there is anything we need. We can hear the FBO staff talking downstairs. They don't know their voices drift up clearly through the architecture. They are griping about a change to the corporate policy about dogs at work. It seems someone brought a dog that barked at a customer and wrecked it for everyone. Then they start reading aloud the gory details of a CFIT accident report, with some amount of glee in their voices. I hear laughter as they get to the particulars of the broken bones in the pilots' hands and feet (this is always analyzed in fatal accidents to determine who had control at the time of the accident, and possibly how they were applying force). I don't know whether the accident happened to someone whom they hated with a passion that even death could not dim, or they genuinely think it's funny to play jigsaw with parts of a former human, or it's defensive laughter to show bravado in the face of death.

Finally the webcam shows the Merrill Pass navigable, and the stations reporting ceilings generally have higher numbers than the pass requires. We pay our landing fees and launch again. Low visibility greets us as soon as we look for the entrance to the pass. We haven't even got to the lake yet and already we are peering into gloom. "I see ground, I see ground, I see ... nothing." Mist, cloud and snow-covered rock are all the same colour. If we tried to guess which was which and guessed wrong, mine are the bones that would shatter where I am holding the control column. We turn away back to where we can see and try a different angle. We get a little further, but not far enough, not with enough visibility to be safe through the pass. Defeated, we turn back and park at PANC for the night.

The hotel we were in so far this week is booked up, so we find another. We check in and the receptionist rapidly recites a litany of forbidden activities. It sounds like "no smoking, no pets, no dancing," but the last turns out to be "no damage." You'd think that would go without saying, but a lot of things about this hotel aren't what you'd expect. For example we aren't really in this hotel. We've checked in here, but our rooms are in the scuzzy hotel across the street. The hallways smell of wood rot, and the elevator doesn't go all the way up. I unlock my room, drag my luggage in and look around. The toilet runs continuously. I know how to stop it, temporarily, but I'd like the components of my room not to require disassembly before use.

There is a sign on the window that looks a bit like our airplane emergency exit placard, so I go over to read it. The instructions are very similar, except that the last step is to signal for help, and not to effect an egress independently. Probably wise, as the hotel is on the third floor and there's quite a drop to the ground. But still, you want to be able to get out. There is another building fairly close and lower, but you couldn't get enough forward momentum to guarantee jumping to it. Maybe you could swing on something.

After a while my coworker comes in the still open door to ask if the internet is working for me. I have to confess I haven't tried it. "I was looking at the sign on my window and devising my escape plan. I figure I could take out my knife and cut each bedsheet into strips and tie them together, plus the curtains too. I'd move one of the bedframes over close to the window as an attachment point." I was just deciding whether five strips from each sheet would be enough, or if I should do more, when he came in. He didn't treat me as though I was completely insane, so he probably thought it was just an extension of my safety-consciousness, as opposed to a manifestation of my wandering mind.

I try my computer and it doesn't connect either. I call reception to report the difficulty. The desk clerk, who is very polite, confirms that the internet doesn't work from this particular property. We can go downstairs and across the street to the other building and sit in the lobby there to use it.

We go out for dinner at a little restaurant with red and white checkered plastic tablecloths. It has good service and quite tasty lasagna at reasonable prices. We eat up and go back to the hotel. I skip having a shower because I think I'd have to be dirtier than I am for the laws of dirtodynamics to suggest that I'd become cleaner in that shower.

Wednesday, August 04, 2010

Loss of Separation

If you're me, when you see news like this Convair 580 crash in British Columbia, you are sad for the pilots and their families, and you hope that your friend wasn't on board. You don't wait for the names to be released, but talk to whom you must to find out enough about the deceased to rule out anyone you know who works for the company. And then you're glad because your friend is alive, and tell him so. And then you are sad for your friend, who has lost beloved colleagues, but still glad because he is alive and well. And then you discover that someone else you know has not been so lucky as to have her friend not be on board that airplane. You feel a little guilty for a moment, until you remind yourself that a burned out cockpit and unreleased crew names is not a Schrödinger's box, with a waveform that will collapse according to who hopes hardest. It's happened. So you are sad for the other friend, and for the pilot you did not know, who was her friend, and for the dead pilots you did not know, and for the other pilots you did know, who did not survive earlier days. And then you shed a few tears without being completely sure whom they are for. And then you check the weather and NOTAMs and go to work. And that's what you do, if you're me.

Everyone fly safe, please.

Monday, July 26, 2010

Attitude Does Not Equal Authority

The next day there is no delay. I wake, eat breakfast and go. Today I add two litres to the left engine and one to the right. You can tell we're getting close to maintenance when the oil consumption increases, but I haven't burned that much since yesterday. I'm putting more in than what is required just to replace what was there yesterday. A greater amount of oil will, I hope, amortize the cooling job across more oil so I won't need to use the cowl flaps so much. I text my fellow pilot to ask him if he can buy some more oil today. We're almost out. I clean the windows, give a straightforward briefing to a person who my instincts say would not appreciate the silly one, and we go fly.

We're just five hundred feet below the clouds, working fairly near the airport. A little Cessna takes off and joins us up here too. I later looked it up by its registration and learned that it's a privately owned C150 registered to two owners, one in Dawson Creek and one in nearby Pouce Coupé. I wonder who they are, not living together, different last names, but sharing an airplane. Every time the pilot position reports, she is much lower than us, and having recently been in a C150 I think that's because she doesn't want to take the time and trouble to climb this high. They land after perhaps an hour. Probably she was just up for a joyride.

We fly over Pouce Coupé and kill a few minutes trying to decide how to pronounce it. I think it retains close to the French pronunciation (it means "cut thumb") and rhymes with Moose Toupée, but for all we know it rhymes with Mouse Poop. After six or seven hours of equally inane conversation we are overhead the airport ready to land. "Down in six minutes," I tell the FSS guy, and my touchdown is six minutes and six seconds later. My sense of victory is brief, because I flub the flare glancing inside to check my time accuracy. Dork. Smooth landings require follow through.

After I exit the runway I stop on the apron and set the parking brake. As I wait for all the equipment to be shut down properly in the back, I text my flight follower and discover that I am to fly to another destination right away. Then I get a call from the other pilot saying that he will do the flight, to avoid giving me an overlong duty day in case there's a long hold. He's probably been awake for almost as long as I have, but I don't argue because he didn't fly yesterday at all. And his duty day has probably only just started, He may have been napping all morning. I taxi to the fuel pumps.

There are a couple of people standing in the "secure area" square outside the terminal, and some small pieces of furniture possibly symbolically blockading it. I pull around the outer boundary of the square and park at the pumps. There's a guy there in ear defenders, reflective vest, etcetera and as the mission specialist disembarks ear-defender guy asks him how much fuel we are taking. I hear "You'll have to ask the pilot" so I come out and tell him 700-800 litres, but I want to check with the pilot of the next flight first. He's on his way, so I'll start fuelling while I wait for him to arrive. The guy asks me if I want 100LL or jet and I tell him 100LL and then get out my credit card to activate the pump while he unfurls the hose. He tells me that a Hawkair plane is coming in for fuel too.

"Do you work for Hawkair?" I ask.

He gives an answer that I don't remember verbatim but that was roughly equivalent to "I work for you too." It's not uncommon for the operator of a self-serve pump to provide fuel service when he's around, especially when the pump is busy, so this isn't incredibly irregular. I turn on the pump once the credit card has been verified, and he pumps fuel. He momentarily knocks the nozzle out of the tank and sprays fuel all over the wing. Some pilots freak out about this sort of thing, but it's probably about 30 cents worth of fuel. "It happens," I say, to let him know I'm not fuming at him. He puts the nozzle back in the tank and I open the other tanks I want filled. I tell him that I will be right back. After seven hours in a plane, the sound of rushing fuel is not conducive to continued bladder control. I can also see the other pilot approaching from about 30 metres away, so he'll be here to say what fuel he wants before this tank, which I know he wants, is full. I wave to the approaching pilot and head towards the terminal.

I can see the Hawkair on its landing rollout, as I recall it was a small Dash-8. At this point there's a number of people on the ramp in high visibility clothing and ear defenders, plus a woman in a skirt. She's the only one who isn't visibly doing something, so I ask her, over the roar of the turboprop taxiing in, if she knows if it's okay if I cross the yellow square to the terminal without a badge. She says yes, but I won't be able to get out, and I say yes I know. I have the code. I bolt for the toilet. That done, I go out the groundside door, around the building to the codelocked side gate, dial in the code and jog back to my airplane. The person who was fuelling is now gone, the pump turned off and the fuel nozzle left propped in an open tank, and a number of people, including skirt woman, are glaring at me. "There was someone here fuelling me when I left!" I say by way of apology, and take the nozzle out of the tank so I can restart the fuel pump without risking it ricocheting out.

"It's self-serve fuel!" she says. True, and I have no idea why the guy was helping me, but he was. And my coworker should have arrived to take over before he had to flee. Then I realize that he is at the pumps, but skirt woman has him cornered, as she is chewing him out for walking in between the Hawkair and the terminal. "It's a SECURED airplane," she tells him. "It's going to VANCOUVER!" In fact she's so busy chewing him out that I think she failed to see me do exactly the same thing moments ago. I thought she meant I wouldn't be able to get out again because I wouldn't be able to get back through the CATSA people to exit the terminal, not that I wouldn't be allowed back in the yellow square.

The Hawkair turboprop is now parked behind our airplane and although the Jet A hoses reach it in that position, they can't start fuelling until I'm done, because the keypad that controls both tanks is shared. If she would stop hassling my co-worker we could get out of the way faster. My coworker rekeys the fuel pump and we finish fuelling while everyone glares at us. I mean WHAT? Sure the Dash-8 is bigger than me, but there's no reservation system for the pumps. I was here, pumping fuel before it even landed, and so there's no way I can be accused of having cut in front. If there is some reason why it should have priority, the young man with the reflective vest could have told me to push off and wait. Yes, it does take a while to fuel my airplane. But it probably takes a while to fuel a Dash-8 too, and we're departing immediately to Edmonton, with the pilot's duty day ticking. We have every right to be here. We ignore the glares and chat about how he didn't have a chance to buy more oil yet, but it's available at the airport, and how we should get badged so we don't get hassled for doing our jobs. Skirt woman (who wears absolutely no symbolic or official badge of authority, not even a reflective vest or a clipboard) says it wouldn't make any difference. No one is allowed to go between the airplane and the terminal. It's SECURED! Because it's going to VANCOUVER. We remain unimpressed. We've both been to Vancouver.

When I get to the last tank, I give my coworker the nozzle to finish fuelling so that I can remove my gear from the airplane and let him get on his way. I leave the key on the floor inside the rear boarding door and tell him that. Everything done, I wish him a good flight, pick up my bags and the in-flight garbage and very carefully go around the Dash-8, outside the magic yellow square, not between it and the terminal. At no point during my transit am I any closer to the Dash-8 than I was while I was at the fuel pumps. When I re-emerge to her view on the other side, skirt woman comes over to yell at me.

"You're not supposed to be there! If Transport Canada were here ... This airplane is SECURED to go to VANCOUVER!"

I gesture at where my feet are. "I'm not inside the yellow square." I resist the temptation to touch it with my toes.

She says it doesn't matter, that the nearest I'm allowed to be, "is .. is .. there!" while gesturing vaguely westward. She may be pointing at a distant maintenance hangar. It is not clear. She says I need to be escorted if I go anywhere. I literally throw up my hands. "Escort me" I say in exasperation.

"Where do you want to go?"

"A FOD bin."

She doesn't know what that is, but one of the rampees does and gestures for her. She escorts me to a big yellow drum and I throw out my in-flight garbage, and then continue past to the exit gate.

I am in general a law-abiding, cooperative person. I have read all the NOTAM and posted signs for this airport and I have worked at airports large and small all over North America. I was actively trying to comply with the security protocol. Moreover skirt woman had ample opportunity to explain her particular security rules. I initially approached her for instructions. Then she stood around and glared at me for five minutes or so while I pumped gas. She could have spent that time explaining her rules. The aren't the same at every airport. I have had many cordial conversations with security people as I stood just outside the magic yellow square. I was willing to grant her the authority to dictate limitations. Just tell me lady, please, what I may not do; tell me what I need to do. I'm not cowed by the mere presence of an airplane bigger than mine, so without further instructions it's business as usual. She did nothing to indicate what procedure I must to follow in order to respect the "secured airplane," until the third time I crossed the ramp.

Sigh. She probably hates that aspect of her job, and doesn't really like confronting people, so that by the time she does she becomes bitchy and ranting. And now I'm bitchy and ranting, too. My customer also ran afoul of her, but because he didn't have to be on the ramp he just fled to his truck until I was done. We go to Canadian Tire on the way back and rant to each other about the difference between authoritative and bitchy. I buy a flashlight to replace the broken one in the airplane. As we leave we notice the "secure" Hawkair taking off. My customer notes snidely that no one is clinging to the tail, and that's enough to snap me out of my rant.

I finally have a chance to get those groceries I've been needing, at a chain supermarket across the street from the hotel. The appearance of the produce section is a bit of a shock. There is hardly any green, and what there is, is rotten. There are paved roads coming in here, but I guess I'm further north, culturally speaking, than I thought. Despite the paucity of produce, I'm so hungry that most other things look good, and I buy a bunch of stuff I shouldn't. The produce truck pulls in just as I'm crossing the street back to the hotel. I hope they are bringing something fresh and green. Also I was so eager to escape from skirt woman that I completely forgot to hunt down that oil.

The customer calls to say that I have a 05:30 report tomorrow, so I eat some of my groceries and go straight to bed.


His Casket Was Almost Orange!

And here's an update too interesting to leave to the people who follow old comments. A few days ago I posted "His Casket is Actually Orange," a short blog entry on the passing of David Warren, inventor of the flight data recorder and cockpit voice recorder. His son, Peter Warren, stopped by the comments, and fortunately father and son share a great sense of humour because Peter answered the blog's flippant questions with both a link to a picture of the coffin (apparently they did consider painting it orange, but went with plain wood), adorned with messages from family, the words "Flight Recorder Inventor: Do not Open," plus his actual last words. "I was a lucky bastard."

I love it. I've never seen anything like it in Canada. Everyone is going to die eventually and I think there's a lot to gain in admitting humour and personality to the last rites.

Friday, July 23, 2010

His Casket is Actually Orange

According to Yahoo News, David Warren, the inventor of the aircraft "black box", died last week. He was an Australian, and his father died in an airplane crash when he was nine. Here's an Australian article, with different details.

"Black box" is the nickname given to both the cockpit voice recorder and the flight data recorder, both of which seem to have been included in Mr. Warren's invention. To come up with the idea of such devices was pretty visionary in the 1950s when instant recording was a novelty and data recording usually on paper reels. I wonder if the idea was germinating in his mind waiting for the technology to be up to the task. And then he made the idea into a working model. Both the idea and the technology could easily have died without being adopted, as I'm sure many useful safety ideas have, so credit to Australia for putting it into law.

The CVR/FDR comprise a peculiar piece of safety technology. They do no good whatsoever to the pilots or passengers whose aircraft they are installed in, but can provide huge benefits to others, later. I have worked in an airplane with a CVR and in another that was supposed to have one, but for which management successfully obtained a waiver from Transport to spend the money on a more immediately useful piece of technology. Most of the time the airplane was flown single crew, which I think was the grounds for the exemption.

Neither article cites Mr. Warren's last words. Do you think they were "Oh shit" or "What's it doing now"?

Monday, July 12, 2010

Putting the Fun Back In

An aviator I met many years ago had a retirement party not too long ago. I have attended a number of formal ceremonies marking the end of various pilots' careers, but this one is special. I'll tell you why in a bit.

I don't know the pilot especially well. I remember that before I met him I happened to be following his car on the highway and noticed one brake light wasn't working. We rarely do a walkaround on the car while someone is in the driver's seat activating all the lights, so it's the sort of thing that gets missed. I check for two headlights reflected back at me from the back of the car in front of me at stoplights at night, but you don't often get a chance to check your brake lights. I guess backing into a parking spot would do it if there is a reflective window behind it. When I saw the same car parked at the airport, I went into the business it was parked in front of and told him. So I guess that's how we met. He owned the business.

We worked together indirectly for a while, but what I'll remember him for most is that one day, after I got a better job, he said casually that he was glad to hear that, because I was too valuable to be wasted here. It came at just the right moment for me. It was probably just a casual congratulations to him, but it did it for me.

That's not the reason I flew out there to see him though. It's because of all the times I've been invited to a gathering celebrating the life of an aviator, this will be the first one at which I will be able to shake the pilot's hand. All the others were funerals.

It was worth it. I got a ride right from the airport to the party and he looked so well, all the stress gone and looking forward to flying for fun during his retirement.

Friday, May 28, 2010

Black Band on My Headset?

This is relevant because one of the products Sennheiser sells is aviation headsets. I have a bright blue one.

Wednesday, April 14, 2010

Condolences to Poland

I've been busy flying the last couple of days but have an evening off right now, and the opportunity to read about and interject some comments on the recent tragedy in Smolensk. On April 10th a Tupolev jet carrying 96 people, including Polish President Lech Kaczynski, crashed on approach to the Smolensk Airport in Russia, killing all aboard, the political, cultural and military elite of Poland. News reports indicate that the pilot made multiple missed approaches to to the fog-bound airport, and continued the final approach despite an altitude warning from air traffic control.

More disturbingly, the same story relates an earlier incident where President Kaczynski threatened a pilot with "consequences" when he diverted to Azerbaijan instead of landing in unsuitable conditions. That's a factor of company culture that a good investigation may have to address during the investigation. I don't have a problem with the pilot of an aircraft consulting the passengers regarding their wishes after a missed approach. Would they prefer to land as near as possible and seek ground transport to the original destination or to return home? Would they prefer to try another approach and then have to land elsewhere to refuel before returning home, or to return home in one shot? Sometimes passengers mistake this input for having the final decision, but as former president Lech Walesa recalled, "Sometimes the plane captain would make the decision himself, even against the recommendations." The captain should always be making the decision, considering passenger recommendations only after safety is assured. The fact that a Russian-built airplane crashed in Russia, to be investigated by the Russians, brings out the Polish conspiracy theorists, but while I'd totally read that espionage novel, I don't believe it is more than fiction. As Walesa also said, "We do not yet know what happened, so let’s leave the explaining to the experts."

It's not only an aviation tragedy, but a national tragedy. Poland is an ancient country with a long history of strong leadership and culture, but no country can easily absorb the sudden simultaneous loss of its leaders in multiple fields of endeavour. The terrible irony of the situation is that those on board were on their way to a memorial service for a previous generation of Polish leaders and intellectuals who were massacred by the Soviets in Katyn Forest. Approximately twenty-two thousand Poles, such as military officers, professors, lawyers, public servants, priests and other officials were executed there. It's similar to the purges Stalin carried out within the Soviet Union itself; if you remove the intelligentsia--the people capable of understanding, caring about and communicating what is wrong with your regime--then it is much easier to lead the remaining citizenry. Anyone who would otherwise interfere with your power is either dead, imprisoned or terrified.

My condolences to the families and countrymen of all those involved. I trust that Poland will find talented people to take up the reins and continue its national journey. Poland has not yet succumbed.

Friday, April 09, 2010

Giant Killer

If you both read and have any interest in flight, you have heard (even if you can't spell or pronounce) the name Antoine de Saint-Exupéry. He was a pilot and a dreamer and a writer who lived and flew in the age when every flight was a dangerous leap of faith, before reliable engines, organized search and rescue, and good aviation charts. His writing is quite simple, linking the things a pilot sees and thinks about to the general human condition. The sentences are not complex, so they are good books to read to practice French, and they work well in translation, too. Even if you haven't heard of or read Vol de nuit (Night Flight), Terre des Hommes (Wind, Sand and Stars), or Courrier sud (Southern Mail) you may still have met Saint-Exupéry through The Little Prince, widely translated as a children's story. It's either about a pilot downed in the desert and hallucinating with thirst; or about a little man from an asteroid who loves a flower he believes to be unique in the universe, and who comes to earth where he discovers his flower to be common.

Saint-Exupéry disappeared during flight in 1944 and for years was like the French Amelia Earhart: no one knew what had happened, so people dreamed of the best. I only recently came across this article, revealing that they not only have found his identity bracelet and thus airplane, but they have found the German pilot who shot him down. The poignant part is that the Messerschmitt pilot, Horst Rippert, had read Saint-Exupéry's stories in school and says that had he known who was in the airplane he would never have fired. Saint-Exupéry probably inspired his own killer to take up the pursuit that lead to his death.