Technology Ups and Downs

My ideas file is much longer than the time I am spending using it, so I've pulled out several news stories that I'd better comment on before they expire.

No headline writer could resist the fact that the captain's arm came off during landing, but if you read to the end you realize that the prosthetic stayed attached to the body. It's the clamping device he was using to ensure that the artificial limb maintained a grip on the yoke during the flare that came off the yoke. I have worked with a student pilot with an prosthetic foot and know of a pilot who lost both arms flying with prosthetics, and a pilot born without arms flying with her feet. (The hardest part of the exercise for her appeared to be fastening the lap belt). I have worked with commercial pilots missing a finger or two, but not a whole limb. I would have thought a co-pilot briefing on the subject would be required, and I would also have expected a co-pilot to automatically grab the yoke without a briefed transfer of control, the way you would reach for something fragile if you noticed it slip from your friend's hands, or the way the passengers in your car stomp the floorboards if the car in front of you brakes suddenly. (Except me: it has been documented that I grab for the brakes with my hands, as though I was stopping a bicycle. I rode a bicycle for many years before I drove a car and apparently in my brain that's still the hardwired subconscious stopping reaction). I thought until it was pointed out to me that I was throwing up my hands to protect my face, so perhaps it has now mutated into an attempt to bank out of the way.

As the person who sent me this link pointed out, rich idiots looking for fun has always been a source of danger in our communities, but the line that struck me in this article was, "Recreational drone users don't need approval from Transport Canada." Surely, however, they are restricted to uncontrolled airspace? It shouldn't be too hard to make it illegal to fly one in an airway or approach path. I will have to do more research on this in the winter.

I don't remember where I got this purported mid-air airplane repair. It must be staged, but it's still a pretty neat trick.

This caught my attention not only because it was an air accident involving a very respected Canadian operator with a lot of Antarctic experience, but also because it was on CBC North. Antarctica is the North of the South, of course. And it's likely that the crew although from Calgary, had ties to the North. I'm six minutes to boarding so don't have time to find if they managed to recover these bodies, or if the antarctic ice shifted and swallowed everything up.

Safe flying, people. Keep both arms on, and watch out for those drones.

Paper or Plastic?

So we're about to evaluate the electronic cockpit. That is have all the charts on an iPad. Eliminate the two boxes of maps in the cockpit, the express ordering of charts for regions we suddenly have to venture, the hunt for a vendor that has the new VTA in stock, and possibly the chore of checking the charts periodically to see if a new one has come out. (Canadian VFR charts do not have a predetermined expiry date: there is a website that lists the probable release date of updated versions, but that list is a bit like the to do list that indicates when I will clean my kitchen or get my hair cut: that is, almost never happens on time.

The proposal presents two contradictory reactions. The progressive, "hey cool stuff, think of all the things a computer can do that paper can't" is checked by "wait a moment, what about all the basic stuff paper can do that e-charts can't?" In this blog entry I'm going to ask the questions, kind of make myself a to-do list for research and experimentation. I'll start with the strengths and weaknesses of old fashioned paper because that's what I know best.

• You can spread paper charts over the whole wall/bed/floor to get a big picture of where you are going. To be fair, this is also a weakness of paper. You have to have a large surface to see a long VFR trip in one go. Given that I can presumably scale in and out at will on the electronic one, I think the only thing I lose here is the physical scale, and to tell the truth I haven't done the multi-chart array thing for ages. Ooh, except that I had a couple of interns put together one on the wall of the office, and that's damned useful. But that won't go away.
• Paper charts don't become useless when broken. Paper charts retain most of their usefulness despite being dropped on the floor, stepped on, ripped in half, slammed in the door, having water spilled on them (they're pretty good quality paper) and other indignities that they suffer regularly. The destruction of one paper chart does not eliminate access to everything else on board. The robust case Transport Canada requires for an iPad should partly address this, but is this concern founded or not? I've never heard anyone say, "Our iPad just crashed, in the missed approach." Does it happen?
• Paper charts are temperature and pressure independent. (At least up to 451F). I have had electronic equipment fail for me because it got too hot or too cold, and I suspect my running computer stopped working because it was depressurized on a daily basis. We'll stress test one of the units (i.e. subject it to normal operations) and see how it does.
• Paper doesn't glare or wreck your night vision. anyone who has tried to use a computer near a window knows how hard it can become to read in the sunlight, something my cockpit usually has no shortage of. Now the iPad has to score some points for being self illuminating during those times when the sun is not flooding the cockpit with light, but can it illuminate itself with a dull red light, making the chart visible, without reversing the up to thirty minute process my eyes eyes have undergone to make the optimum adjustment to darkness. Again, a point for testing. Perhaps the robust case can include an anti-glare screen cover.
• You can write on a paper chart. The technique I was taught in low level mountain flying, and which I still use, despite all the augmentations of a terrain equipped GPS, is to mark with a pencil on the map where I am, and the time at each waypoint, so that if I ever get disoriented or discover I have taken the wrong valley, I have a track that tells me when and where I last knew where I was. Even without that particular navigational technique, it's useful to be able to write on paper. When the NOTAM says AMEND PUB, I'm supposed to actually amend the publication, to fix the incorrect frequency, the nav aid removed from service or the new restricted area. Does the electronic version support both 'pencil' (temporary, relevant to a limited number of journeys only) and 'ink' (permanent, to be retained until that chart is replaced) markings by the pilot? Done correctly, this could be a huge advantage for electronic: allowing markings to be searched, saved, scaled, and never obscuring map features. If Nav Canada would only update their NOTAM format (and I have faith that they will, someday) the NOTAMs could conceivably be applied directly to the electronic charts.
• You can set up a series of paper charts to show the important stages in your journey. Let's say I'm departing Edmonton, flying through a mountain pass to stay out of icing, and then heading into Vancouver. Before departure I set up the Edmonton VTA to show the western portion of the zone. I fold the Edmonton chart to centralize the area of the pass I will be negotiating, I have the enroute charts handy opened to the correct area, and i have the Vancouver VTA opened up so I can just grab it as I descend into their complex airspace, to know whom to talk to and where. I need to find out how to bookmark certain 'views' on the iPad, for the same effect. I will be disappointed if it cannot do that, but the iPad scores points for its ability to scroll continuously from one area to the next without my needing to dig in the box for the next chart.
• Paper is just paper, it can't do anything. A computer is a computer: it can compute. I imagine if I want to find Moose Creek airport I can do a search, rather than hunting all over the map for it, or looking up its lat-long in the CFS. If i want to know the distance and bearing from Moose Creek to Squirrel Pond, I expect the electronic product will draw a line on it for me, and tell me its bearing, distance and MEA. It would be nice if it could also line up the frequencies I should expect, but I'll be pleasantly surprised if it is that clever.
• I've already mastered paper's sneaky tricks. The most hilarious thing paper does when you're trying to use it is be hard to fold, and take over the entire cockpit, or rip. Approach plates don't change, zoom, or close when you poke them. If i put my finger on the MAP, will I change my view?

I was in the field for the meeting at which this purchase was decided, so I asked if it was intended to be supplemental or replace the paper charts. I got one answer (supplemental) from the ops manager and the opposite answer (replacing) from the pilot who I think is spearheading the project. So it's the old busted versus the new hotness. Any experience, tips, or features I've not thought of?

Tell Me Something I Need to Know

When I was a student pilot I bought a trifold kneeboard. It consisted of a small metal clipboard inside a sturdy nylon array of pockets that could open out to cover slightly more than my lap, with a velcro strap to hold it on my leg. We almost all bought that thing. I know there were a few hardy students that made do with ordinary clipboards, or who made their own, but in general we thought this piece of technology would increase our ability to juggle map and nav log, pens and E6B, so we paid the money and strapped it on our knee.

I never quite figured out what to do with the black nylon pockets, so eventually I reduced it to the metal clipboard. As well as holding my operational flight plan and my weight and balance forms for me, it has some cheat sheet type information printed on it. There's an RVR to statute miles conversion chart, alternate airport rules, position report items, VFR cruising orders, standard holding pattern entries, components of a PIREP, required and recommended IFR reports, transponder codes, a Celsius/Fahrenheit conversion chart and a flight plan form. Problem is that the most of those items are either things that I know well enough to not need to look up, never have to look up, or are given for USA requirements only. I laminated (with packing tape) some Canadian information onto the back. That has long since worn away, and most of what I need to know has probably changed. And now the clip on the clipboard has finally worn out, leaving my papers attached with a big binder clip.

I ordered a new clipboard, and it has arrived, but I discovered to my chagrin that I seem to have a sentimental attachment to the old one. It's battered and bent and scratched. It was there on my lap when I did my first solo cross country, and had a stuck mike while I coached myself down final. It has gone to all the corners of the continent. I think it has been used as a pry tool and a hammer. The velcro strap is stretched and fuzzy. (But I notice that the velcro on the new one doesn't go far enough around the strap. When I put it on securely the hooks will not have many loops to mesh with). The new one is on my desk at work. The old one is in the field with me. Maybe it's just that I don't want to sort through all the papers on it to transfer them to a clipboard that doesn't hold as much as the big old binder clip.

By way of encouragement to use the new one I'm going to make up a new Canadian cheat sheet, with the flight plan form, company phone numbers, the changeover altitude between squawking 1000 and 2000 for uncontrolled IFR, and maybe some things out the CAP GEN that I keep having to look up.

Guilty Little Pleasure

I love conspiracy theories. I love the idea that the facts as presented could be explained in a way that fits the just as well as the accepted explanation, especially when it conveniently explains some other facts that are conventionally held to be unrelated, but mysterious. So for me "we didn't actually land on the moon: they faked it in a studio" doesn't qualify as fun, because "I don't understand physics well enough to understand how space travel works" isn't a fact that I need explained. But some things do need explaining. We complain when a movie or a book leaves loose ends, and we expect our stories to wrap everything up. If there's a gun in act one, someone needs to be shot by act three. If a loquacious limo driver dominates the prologue, he has to have a role in the denouement. And if an airliner disappears without a verifiable trace, and then another airliner that looks almost the same drops out of the sky in a war zone, we demand that the two be related.

As you may recall, the incomplete location data from MH370 suggested that the airplane was somewhere on a line stretching from Kazakhstan to Australia. My favourite conspiracy theory (link in Russian) postulates that MH17, shot down on the Ukrainian/Russian border, is the same aircraft. MH370, the theory goes, ended up at an American military base Diego-Garcia. from there the CIA transported it to the Netherlands where it took off packed with explosives and the already dead bodies of the original passengers. The pilots parachuted out and the airplane continued on autopilot to the designated location, where it was programmed to explode.

"Evidence" presented for the theory includes the undocumented claims that:

• passports found at the site were all very new, and unscorched
• some of the passports were clipped or punched in the way that their countries indicate invalidated passports
• a flight status screen showed the flight as cancelled
• the registration of the two aircraft differs only by an O versus a D: 9M-MRO for MH370 and 9M-MRD for MH17
• no relatives gave media interviews
• all the Facebook accounts of the passengers were created on April 21st, after the disappearance of MH370, and nothing was posted to them
• The configuration of windows and painted flag shown on news photos of the wreckage matches MRO, not MRD.
• the corpses were said to have a strange odour, and seemed to be drained of blood, not freshly dead

Now I don't have a problem with passports being found in excellent condition despite being onboard an airplane that was shot down. The passports were not in the engines nor the fuel tanks. They were probably in protective cases in secure pockets of people's carry-ons, at least that's where mine is. Unlike human beings, passports held flat the way people tend to put them away are not damaged by extreme pressure changes or long falls, and if we trust Ray Bradbury can sustain temperatures approaching 451 Fahrenheit.

The clipped passports thing is a little odd. I suppose there may be people who keep their expired passport with their valid one. I've seen pilots produce multiple licences ... actually I remember doing that myself once at a flight test. I'd just added the new paper to the original. The examiner told me to put the old one away at home somewhere. Now I have a file folder full.

I'm not surprised that the flight information site would mark the flight cancelled, seeing as they almost certainly didn't program it with the option of "shot down by missile". The data at that page--the same flight number on consecutive days--could be interpreted as a record of arrivals, and the arrival of the July 14th flight has most decidedly been cancelled.

The similarity in the registrations is kind of startling, and it is actually true. It would be a good way to cast doubt on a report by someone who claimed to have seen a change in the tail number from departure to arrival, but it becomes a lot less mysterious if you consider that all Malaysian Airlines operates B777s registered as 9M-MRA through to 9M-MRQ. The prefix 9M simply represents Malaysia, and it's very normal for an airline to buy several aircraft at once and have consecutive registrations.

Perhaps relatives in other countries were more circumspect, but the distraught sister of Andre Anghel, the lone Canadian on board, allowed herself to be interviewed on the radio. I had to pull over and cry after listening to her. She spoke about her brother going to medical school in Romania and then on holiday with his German girlfriend. She had sent him a text saying she loved him, and it was very important to her that he had seen that text before he turned his phone off for the last time, but she didn't know if he had.

Andre has a Facebook page, created January 21st 2007, and the good sense to keep most of his posts private, but updates to his public profile picture, along with comments on them from his friends can be seen prior to the disappearance of MH370.

I like the windows one, because it makes plane spotters into sleuthing heroes, the holders and creators of a distributed database of information on these airplanes that is also shared with the world through sites like airliners.net. I'll leave it to someone else to resolve the disappearing window mystery.

Here are some more English language sources for these and other bizarre conspiracy theories about the two flights. I like the one that just says matter of factly that aliens were responsible for MH370, now let's move on to MH17.

My theory, and it's a pop psychology theory, not a conspiracy theory, is that in this big confusing world, it's on some level comforting that someone has everything under control. Some people prefer to believe that their own government would kill thousands of people, largely their own citizens, as a calculated provocation, than accept that that same government, tasked with their protection, would fail to act against foreign terrorists. Planes don't get accidentally shot down or disappear for no reason we can know. It's all linked up and someone is in control. It's like when you're a kid and trusting that your parents really do know everything. It's like believing that when things go wrong it's a test, it's making way for something better to happen. Anything other than the possibility that things just happen. People abhor disorder and terrible things that have no explanation. Religions literally arise from such things.

Also if you speak a language you want to practise, read things that interest you. My new word of the day is якобы supposedly, a word no Russian-speaking conspiracy theorist should be without.

Mysteries of the Universe

My report time this morning was 5:20 am. I got to work at 5:15. Take off eventually happened at 9:29.

Most of that delay was weather. But while we were waiting for the weather other excitement occurred. Mystery One occurred when we couldn't find the keys to the nose baggage door, but didn't allow that to cause a delay, just stole a set from maintenance. They weren't in yet, and it's not really theft if you send e-mail to say you've done it.. I also couldn't find a funnel, to add oil, but that's not a mystery. People keep throwing out my funnels because i make them out of old oil bottles. Mystery Two is that my Swiss army knife, which I would have used to improvise a new funnel, seems to have gone missing last time I had to check it on the airlines. I hope it's just in the bottom of a bag somewhere. I poured the oil carefully down the dipstick, didn't spill any. Mystery Three was the location of the back-up emergency checklist. It's just a company thing that we have an extra, and not mandated in any of our manuals or regulations, so we resolved to find it later, and started engines without it.

Mystery Four is why the airport was so strangely deserted, and we got to take off with no waiting. This was 9:30 in the morning, not the originally planned 6:20.

We landed at a different airport than was filed in the flight plan, which seemed to confuse the FSS specialist whom I called to close the plan. "That's what we do," I said in a tone that implied I was saying something helpful. Maybe it was because the airport we landed at was in more or less the opposite direction from the filed one. But that is what we do. It was 29 degrees on the ground, and potable water was not available at the airport. None of that is mysterious.

The second flight went well. I called a tower controller to cut through a control zone that hadn't been on the original plan. He assigned me a squawk code and cleared me through quite efficiently. Another aircraft called up right behind us to go sightseeing in the control zone. "Not without a code!" said the controller sternly. The pilot ummed for a bit and then asked if the controller could assign him a code. The controller did. So why did I get one automatically, but the guy behind me had to beg? That is a mystery. I think I'm up to five.

Mystery six is how we landed at home base six p.m. but I didn't get out of the damn office until eight. Does it really take two hours to disembark, get fuelled, tow the airplane in, do the paperwork, send a couple of e-mails, check that the lights are off and the doors locked, set the alarm and leave? I guess there was answering the phone--a call from the bank for someone who went home hours ago. At 7:30 pm? I think someone at the bank got time zones mixed up.

On the way home I decided I wanted Mexican food, but knew there wasn't much in the fridge. Looking for a grocery store to get cilantro and tomatoes I found a Mexican cafe I didn't know existed. I ordered beans and rice for take out. I get it home and they are GREEN beans. Is that a mystery?

We Just Don't Always Use It

A fueller once told me that he loved watching me take off because the shallow climb angle is different from the way the other aircraft at that airport behave. He thinks it looks cool. Interesting.

Almost all the traffic there besides me are training aircraft, light singles flown by students. Having worked as a flight instructor, I know that such aircraft are also usually close to max weight with an instructor on board. Students tend to rotate late and lift the nose wheel higher, thinking they are pulling the airplane off the runway with their own strength. The manufacturers recommend climbing at the best rate of climb speed, which makes sense because if the one and only engine fails, the more altitude the better. They're only going to climb to three or four thousand feet above ground level anyway, so that's reasonable for them. they are climbing at 500' to 700' per minute, maybe less if it's hot.

Most of my takeoffs are within two percent of max take off weight. At rotation speed I lift the nosewheel just enough to have it clear of the runway, with no attempt to haul the entire airplane off the ground. I know that will come. At that point I am waiting for the speed to come up to blue line, the single engine best rate of climb speed. That happens just before I run out of runway, and then I raise the gear. When both engines are functioning, there is no reason to climb at as low a speed as single-engine best rate. There are no obstacles or noise abatement areas off the end of the runway, so I don't use the two-engine best angle of climb speed. I could climb at the two-engine best rate of climb speed, but the manufacturer recommends a speed fifteen to twenty knots faster than that. I know that I can reduce power slightly, and then climb at the manufacture's recommended climb speed for thirty minutes without overtemping anything. So that's what I do. I stay low over the runway, get my speed, ensure the airplane is flying properly and then climb away at a sustainable rate. I'm climbing at around 750' per minute, but because I'm doing so at around twice the forward speed of the little guys, this translates to a lower climb gradient. I guess it looks cool because it's the way heavies take off.

Obviously if there is terrain, or IFR climb gradients in excess of my default climb rate, then I'm leaving take off power set and climbing at the angle required to meet safety and regulatory requirements. And if I'm on a test flight or empty for some other reason, then my take off profile might be a little different. It's never like the one at the beginning of this video, though.

The second take off in the video, with the immediate left bank, is pretty common for me, when I'm at an airport served by large jets. ATC wants me out the way, fast, so they clear me to make a left (or right, but the most recent one was left) turn as soon as safely able. As soon as have stable control of the airplane, I bank and turn myself out of the path of the Boeing or Airbus that ATC will clear to take off as soon as they are content that I am clear. The other day I saw a Boeing 737 doing a fairly steep low level turn. It was a bright sunny day and I guess they didn't want to go way the heck west to intercept the ILS.

Airplanes are way cool.

Drawing From Both Bags

When I get to the airport company sent me to in the previous post, there is a NOTAM on the ATIS  for fire fighting operations on the edge of the control zone. There's a forest fire. I should have checked NOTAMs during the diversion. I did tell Centre were were headed here, and I hope they would have mentioned it had the airport been actually closed. When told to divert, I had just enough fuel to get here with thirty minute reserve, and I accepted the mission.  There were other airports available en route if I had had an emergency, but I'm almost here now.

Some people are going to think that it is irresponsible to plan to land with only 30 minutes reserve. Most private pilots plan a healthier margin.  But there's a business margin to be considered too, and if I waste an hour of the day descending, fulling and climbing back up again, will there be money in the bank account to pay for tires, alternators and other parts I need to be safe? Part of being a commercial pilot is knowing your aircraft well enough that you can plan to get the optimum usage out of it in a day.  Legally I need to plan the flight such that I can arrive at my destination with thirty minutes reserve fuel. After I take off that rule is no longer in effect. it would not be illegal for me to land with two minutes of fuel left in the tanks. If I ever did, it would suggest that I had been stupid, or had had a very serious unforeseen situation. If I were to run out of fuel I would probably be charged with something.Something with "endangering" and or "failure" in it, I suppose.

It definitely would have been smart to check NOTAMs. I don't remember now whether I tried to call an FSS or just didn't think of it, or had looked them up hours ago, before the first flight of the day. As we hold clear of the airport for the fire fighting aircraft, we have a great view of the orange fire suppressant streaming out of the bomber onto the blaze.  White smoke, green trees, yellow water bomber, orange fire suppressant, red fuel gauge.

After the bomber run, and a detour I come in to land. It's hot. The blast of heat from the pavement makes the airplane bobble in the flare. I finesse with power. It's like flying a C172 again.

There is about twenty minutes left in my lowest tank. So less than I aim for, but that's sort of what reserve fuel is for.  If I never ever used it, it wouldn't be worth hauling around. I think I've only gone  this far into my reserve three times in my career. Once for strong winds, this time for a forest fire, and the first time for strong headwinds and a forest fire diversion.

I taxi clear of the runway and onto the FBO apron. The guy from the normally very quick Esso FBO walks up and tells me the fuel truck is broken. I have a moment of "oh---FIRETRUCK!" When you don't check NOTAMs, you can get it from both sides. And then he says, "I'll call the Shell for you." Oh right. This airport has more than one FBO. That's one of the reasons we use it.

We fuel, start with the engines facing the wrong way for the wind, but it's not strong, and then take off with a quartering tailwind. Long runway, no obstacles ahead, and it's operationally much more efficient.

Dead Reckoning

As usual I have flight-planned for one task and the onboard satellite communications link to base brings us instructions to do something else. We're to fly direct to a particular airport, and get a maintenance extension from an approved maintenance organization there. We can do that. I punch it in on the GPS, O Mighty Box that guides us safely from place to place.

The GPS in this particular airplane is not that mighty. It's a nice colour moving map, WAAS capable IFR installation, but it has a habit of losing GPS position for exactly two minutes at a time, about twice a day.  We don't fly GPS approaches in this airplane. The database isn't up-to-date and it has a great ADF and VOR.

It's almost nice to have the one or twice a day reminder to keep my navigation skills honed.  DEAD RECKONING says the screen, continuing to show the little airplane symbol, assuming that we're continuing on the same track and speed.  People say that it used to be deduced reckoning, reduced to ded. reckoning, and then converted to dead. I don't know if that's a reverse etymology or not, but some people get quite stuffy about spelling it DED. Garmin does not agree. And two minutes later, almost to the second, it knows where it is again. It isn't a satellite configuration issue. It hasn't lost power. I haven't banked excessively, blocking the GPS antenna. it just does it. We track the issue for a while, trying to troubleshoot but never find its periodic outages corresponding to time of day, time in operation, position, anything.

Eventually when the plane was down for maintenance long enough for this to happen, we pulled the entire unit and sent it in for repair. Like all electronic devices these days "repair" consisted of us receiving a reconditioned model of the same type. It hasn't lost GPS position since, and we bought a database subscription for it, so now I trust it with my life. Or at least with my acute embarrassment.

Summer One-Liners

I always scribble notes on my OFPs, but I don't always get time to transform them into blog entries. Here are a few.

This is an oldie that has come back.  Many types of flight require a flight plan, a notification to air traffic control of where and when you want to fly your airplane. You "file" the plan either electronically, or still the old fashioned way by telephone. It's often easier to make a phone call than to get an internet connection. When you call to file a flight plan you start by specifying the call sign, the registration of the aircraft. The specialist can sometimes look up the aircraft in his or her database, removing the need for the pilot to specify the aircraft type, onboard navigational equipment, aircraft colours, and other details that don't change from flight to flight. It's common for the controller to double check that they have the right database entry by saying the type after they find it. There's a flight service joke that I first heard as a student, still stumbling over the required information for the flight plan. The specialist takes the callsign, and then says, "Ah yes, here it is, Boeing 747 on floats."

The correct answer to this is obviously, "Nah we put it on skis over the winter, haven't swapped them back yet." Or perhaps, "Nah that's GOLF Mike Tango Foxtrot. People get us mixed up all the time."

One the flight plan is filed, you need a taxi clearance, permission to drive the airplane on the ground to the runway, or maybe from the parking space to the place you pick up your passengers or buy fuel. Much of the ground may be uncontrolled, not requiring a clearance, but at an unfamiliar airport it is not always clear exactly where the controlled portions of the apron are. One always errs on the side of caution and asks for taxi clearance. Or even if I know it's uncontrolled, I'll usually call and tell the controller, so he or she isn't wondering where this airplane is off to. The controllers are usually happy to give directions on the uncontrolled portion of the airport, to help pilots find a particular hangar. So it's wasn't completely bizarre to hear a ground controller say this to another pilot, just funny.


Ground controller, "If you know where you are going, continue."

Then you take off, and the controllers help you stay clear of other traffic.  You know you're pretty far north on a clear day when you hear the words, "you'll be following a VFR 737" and you're not in the approach phase of the flight. One usually expects aircraft as large as a B737 to fly IFR for most of their trip.

But by the end of the flight on a good day everyone is cancelling IFR to make it easier for others to get descent clearance. Descent for us means a chance to take off our oxygen masks, the context for my final quote, from my co-worker. "Taking off an oxygen mask is like taking off ski boots."

Ahhhh.

Human Factors

My Human Factors training is not yet up for renewal, but I'm looking at notes on the training materials we used last time. They were aimed at the maintainer, not the pilot.

The main benefit of this is realizing how many shortcuts and errors maintenance personnel make. If I take a shorcut, it works or doesn't that day. If they do, their not-quite-right repair or incompletely inspected part might be in there, waiting to kill me for another 500 hours.

Some of the "good practice" and "bad practice" sample conversations from the videos sound just like ones I hear in the hangar, especially the one on the "Lack of Awareness" item. It could be a recording from folks I know. It's a personality trait of maintainers to be proud of their knowledge and to enjoy catching each other out. 

"I thought the tag was good enough."
"Nope, you have to test an aircraft component."

I'm still not sure whether it was an error that I received the maintenance-specific training, or it was just intended as general training with all the examples coming from another specialty. Helicopter pilots must have to suffer that indignity all the time, attending general courses where the examples are all from fixed wing experience. A person should see his or herself reflected in instructional materials, to make it feel relevant and applicable. That goes for gender, race, job, type of operation, and type of aircraft. Even though we know we're all people, working with equipment, there's something about "that's someone like me doing what I do" that makes us sit up and take note.

 That said, lot of advice is applicable across disciplines and the though required to transpose it forces one to think about it a little more. For example the course recommends the maintainer think, "I am a qualified technician, not an idiot. I know what information I need to have to assess and repair this damage." At least I assume she's meant to think that and not say it out loud to her supervisor. Likewise I am a qualified pilot, not an idiot. I know what information I need to plan and conduct a flight."  But that's not something I ever really need to say. People don't hurry me or demand I fly with inadequate weather information or poor equipment.




Maybe this one is more useful: "Safety nets" for stress are being aware of how stress can impact your work, stepping back and rationally analyzing the problem, rationally determining what to do and then doing it, talking to others, asking others to check your work, taking time off or at least taking short breaks, keeping fit and healthy, and using assertive communication."


Stress can definitely affect my work. It can affect the thoroughness of my preflight, the amount of sleep I get, the way I treat my coworkers and my concentration on the job. I ask others to check my logic and my arithmetic. I have a day off today and I just came back from a 7.5 km run. The badder ass you know you are, the more confidence you have to step up and stand up for what you need for safety.

The best one is the advice to look for negative norms, then openly talk about them and work at changing them. It's also very difficult. Fish don't see the water, and it's hard to persuade people that the thing they do all the time, might even take pride in as a source of efficiency, may be a safety risk.




I'll make it my mission to find a negative norm at work this week.

Day Trip

I and a fairly new coworker are assigned to go to a site about an hour away and do some work. It's expected to be a single flight: zip up there, do the work and come back to base without landing. I say, "Just in case the work takes longer and we have to land for fuel, do you have a company credit card?" He doesn't yet, so I grab mine, just in case.

We fly to the location, but don't succeed in completing the work. The conditions aren't appropriate. We've just turned for home when my coworker receives a message on the satellite link. "Do you guys have overnight gear?"

The true answer is, "No," but we understand that it means, "Don't come home until the work is done." Never leave home in an airplane without a toothbrush and a change of underwear. I turn the airplane around and land at an airport nearby where we both know people. We get a ride into town in a veterinary van (no not driven by a Terminatrix), check into a hotel, call our friends, and go visiting.

Next morning we are preparing to do the work they sent us up here to do, but we are sent instead to another province. And then up north. Where we got snowed in. The new coworker goes home on the airlines. I eventually spend almost a week in the field, including the day I spent digging the airplane out of a snowbank. I think it was May. At least it was May by the time I got home.

When I finally get home, the vice president sees me carrying my gear into the office: my flight bag, a Wal Mart bag of emergency clothing and toiletry purchases, ten thousand dollars of credit card receipts, and a straw broom I bought to whisk the snow off the airplane. "What's that for?" he asks, indicating the broom. "Is that how you got back?"

So you see, management considers me to be a mighty and powerful sorceress. Or something.

It Did Not, However, Contain a Live Bobcat

I'm picking an airplane up from a routine maintenance inspection and service. It's early in the morning, before anyone from the maintenance unit is in. This is not unusual. It's a little unusual for us to have scheduled maintenance performed away from home base, but sometimes the person responsible for maintenance makes arrangements with other companies.

I pick up the journey log. If that paperwork is not done, the maintenance is considered incomplete, so I always check it first. The signed maintenance release shows the work that has been performed on the airplane, so I know what to pay particular attention to on my inspection. The entry matches the purchase order, and is unremarkable.

I start the walkaround. Numerous cowling screws are loose. These are things that work themselves loose over time. I find loose ones in the field and just snug them up.  If a particular one is consistently loose, I report it and maintenance repairs the anchor. There's probably a reading of the regulations that requires me to leave my Swiss army knife in my pocket and call a licensed AME to tighten my cowling screws, but who would do that? It's permissible for a few to be missing, but I'd rather they stay in. While I'm not impressed that these folks didn't check that all the screws were tight after replacing the cowling, I'm more concerned about what they didn't tighten that I can't check. I verify through the front opening in the cowlings that the front few spark plugs are tight.  I had a coworker once (different job, different maintenance unit) who came back from a flight reporting a rough running engine.  While waiting with him for the AME to arrive, I poked about in the cowling, not expecting to find anything, just the equivalent of opening the hood and staring at a non-functioning car engine. But in this case my hand came back with a spark plug that had only been finger tight. Someone was distracted between setting it in place and putting a wrench on it. It turned out that day that all the bottom spark plugs were loose.

The spark plugs I can reach are tight here,but the little door in the cowling that can be opened to access the oil quick drain is still open. The oil quick drain itself is closed and there is oil in the engines.  A quart difference between the levels in the two crankcases, but they're both in the acceptable range.

There's a tire gauge in the baggage compartment, a screwdriver in the cabin, and the piece de resistance: there's an electronic multi-tester inside one of the engine cowlings, barely visible through the little door through which I access the oil dipstick.


We do not depart until I have spoken with the PRM and a maintenance supervisor here, and we find ourselves a new maintenance unit in this area. I did return the tools, even though I always figure that anything left in my airplane after maintenance should be mine to keep.

Oh, and if you're confused about the bobcat reference .

Hazards on the Taxi

I'm taxiing into the ramp of a familiar FBO. There's a local airline/charter outfit that flies out of here and I have to run the gauntlet between their ranks of parked airplanes to get to where I'm going. Today there's an additional obstacle. Someone is washing one of their airplanes and a hose stretches from the hangar across my path.

I weigh the possibilities. Probably I can taxi over it with no harm to anything, save a momentary interruption in water pressure for the guy washing the plane.  But there's a possibility, as when taxiing in the vicinity of any rope, that it could be picked up by one of my propellers and turned into a flail of destruction. I've never seen this, and I haven't spoken to anyone it happened to. In fact I can't even remember when I first learned it, but deep in my memories is a flight instructor telling me not to taxi over ropes because they could get caught in the propeller. Before passing on this wisdom I did a little googling to find a student whose instructor learned this the hard way. That's one student who will remember the time and place of the instruction as well as the knowledge.  I can envision the knowledge spreading out around them in ripples as they recount the tale.

So a hose is like a rope. It is however secured to a tap at one end and in someone's hand at the other, so not quite as threatening. But I can shut down and haul the airplane the rest of the way by hand. I put on the brakes. The guy with the hose also knows that airplanes shouldn't taxi over such things. He picks up the hose and crosses back towards the tap with it, leaving the aisle clear for me to taxi through.

Hoses aside, this ramp has more FOD on it than it used to. The pavement is not in great shape and after shutdown I find metal objects--screws and washers--on the ramp. Not impressed. I shut down and do all the piloty post flight things and then after I walk away can't remember turning off the master and mags. I turn around go back and check. Everything is off.


The problem is that now the chief pilot knows not only my every screw up, but even my every almost could have been, thought I screwed up but didn't. And chews me out for it. Oh well, I get to keep my job.

Premature Ditching & Last Minute Go Around

A train carrying Boeing fuselages to assembly plants in Washington state derailed in Montana, dumping the aircraft parts into a river. No one was injured, but I'm guessing someone's airplane deliveries might be late.

The video is taken by river rafters coming up on the scene.

And here's a go around at Barcelona: Russian crew forced to put in the power and abort their landing at the last moment because an Argentinian aircraft was taxiing across the runway. I don't know whether this was the result of an ATC error, or the Argentinians failed to hold short of the runway.

Photo Finish

I checked with maintenance regarding my recent post about the fire protection system. Our fire detector is photocell activated. The photocell is sensitive to a particular wavelength of light, supposedly characteristic of fire.

I didn't get to ask the obvious questions about why fire detection systems aren't overwhelmed with false positives from the sun, an awesome source of almost every electromagnetic wavelength, and able at some time of the day or some practical bank angle, to shine through every chink and opening in an engine cowling. An apprentice had a more pressing question about reinstallation of an exhaust manifold, and I was wearing silly girl shoes for a social event, so I teetered back out of the hangar to the office and left the maintenance to the maintainers.

Along with the answer to my question, and before the apprentice needed direction, I received the following story. A certain air carrier's night maintenance crew (they know who they are) conducted an inspection on at least one of the carrier's fleet. Their fire detection system used visible light, and the crew followed the manufacturer's instructions to test it by shining a flashlight on the detectors. The system failed the test. The crew was preparing to replace several thousand dollars worth of aviation grade electronic gear, when someone realized that that instructions were as old as the system, twenty years or so, and predated the invention of the LED flashlights the crew were using. The diodes were not emitting the necessary wavelength to trigger the detector, because when the instructions said "flashlight" an incandescent flashlight was assumed.

 The Wikipedia article on Fire Detection suggests that our photocell might be tuned to multiple wavelengths, possibly including UV and/or IR to compare the ratios. This still doesn't explain how an ordinary incandescent flashlight would trigger it, but the sun wouldn't, but does make the concept of photometric flame detection clearer. While looking for more information on flame detectors I discovered that there is a whole new generation of fire detection that uses machine intelligence to recognize the appearance of actual flames, something that is pretty fricking clear to humans. Combined with smoke detectors, something a commenter suggested on the previous post, there are enough different kinds of combustion detectors on aircraft to warrant a survey post on the topic, some time when my working day is shorter.

I was also entertained by the Wikipedia article on the Flashlight, which explains why Americans call them flashlights. The earliest zinc–carbon batteries could not provide a steady electric current so when combined with the inefficient carbon-filament bulbs, the result was a light that frequently blinked off so the battery could recover.

Disowned

One of our aircraft has an optional engine fire extinguishing system installed. The extinguishing system is optional. Engine fires are an option we don't want to exercise. The system is fairly simple, a halon bottle installed in the accessories compartment, a sensor, a couple of lights on the dashboard, and a pair of guarded switches to discharge the bottle. There's very little in the way of documentation, because it's not original to the airplane, but what's called an STC. STC stands not very helpfully for "special type certificate" and what that means is that someone has paid a whole lot of money to have this gizmo approved for this airplane.

I don't actually know how the sensor works. I'm guessing the sensor is based on a bimetallic strip that will bend and close a contact if heated to a temperature hotter than a not-on-fire engine should induce at its location. Or it could be a photocell. I've flown an airplane with a photocell-based fire detection system before. Hmm, wouldn't a photocell result in the fire light going on when maintenance did an uncowled runup in the daytime? I don't think that happens. In the event of an engine fire, I'm supposed to select the appropriate switch in after I have completed the original manufacturer's engine fire checklist.

A fire extinguisher needs to be sent out for hydrostatic testing on a periodic basis, and the ones in the engine are no exception. They have their testing due date stamped on the bottles. The director of maintenance tells me he can't find any information on the STC, can I please research and find the schematics and the maintenance instructions for the unit.  I track down the company that bought the company that bought the company that manufactured the STCed (pronounced "ess-tee-seed") system, but they don't have any information on it. They refer me to their European affiliate, which finally tells me conclusively that the product was not profitable for them, so they no longer support it. They have apparently lost or destroyed all information pertaining to the system. Charming.

We will have no choice but to remove it.

GFA Challenge

The GFA is a series of aviation weather maps showing what weather is forecast to affect aviation in a given region in the next twelve hours or so. It shows the centres of high and low pressure regions, the fronts, low visibility, clouds and precipitation, and dangerous weather, including icing and turbulence on a separate page. GFA stands for graphical area forecast (yes, the letters are in the wrong order). It replaced the FA (area forecast) about 15 years ago.

The GFA depicts provincial borders and has little circles for locations that have TAFs. (A TAF is forecast that covers the immediate area of an aerodrome). What takes some people a while to realize is that when you mouse over the little circle on the online GFA, text pops up to tell you the name of the place.  It would be cooler if you could click on said text to see the latest TAF and METAR (which officially doesn't stand for anything), but I'll take what I can get.

I like to think of it as a little geography quiz. Pull up the GFA page, click on one of the regions, then choose any time. I recommend you pick one of the icing, turbulence  and freezing level charts from the right column, because the left column clouds and weather charts can get so busy that you can't see the towns at all.  Now try to name all the cities and towns represented by the circles, before you mouse over and see if you're right.

Sometimes one of the little circles doesn't show anything when you mouse over. I think it's usually when it's very close to a weather depiction.  Some of the circles represent closed aerodromes where there is no observation or forecast, like Edmonton City Centre. They don't recode the GFA when they close an aerodrome, so it's a history quiz as well as a geography quiz.

Taxiiway Closures

I'm arriving at an airport with no control tower, and no flight services on the field, but it's a mandatory frequency, and this time of day the radio is answered by a flight services specialist at another airport. It's not an uncommon situation in Canada. It's funny sometimes listening when a pilot doesn't realize that the control tower at the airport he has just landed at is unoccupied, and asks questions like, "Is this a good place to park?"

The descent is over rugged forest with little lakes in it. I point out a boat on the lake to a new, non-pilot crew member, part of my running commentary on what I'm doing, so they get to know what is normal. I called the flight services specialist about 30 miles out and then again entering the zone. The specialist tells me that three out of the four taxiways are closed, rattling off the identifying letters. This is the wrong part of the flight for me to be fumbling for a publication to determine how this should affect my runway choice or route to the fuel pumps. Taxiway letters don't correspond in an obvious way to the runway layout. How could they, with so many ways to lay out runways? I do know of an airport with taxiways S to the south and E to the east, but even that makes no sense without the diagram out the CFS, Did I miss this mess in the NOTAMs? I often check NOTAMs the night before and not morning of, and perhaps I missed this airport.

I can see a vehicle parked across one of the taxiways.  Another pilot on frequency says somethign about "these baldies."  Bald eagles, he means. They're the most common kind of eagle around here. I was about to describe one, but guess everyone in the world knows what they look like, because they're an American symbol. There's one near my altitude, but fortunately not right in my path. I flare, and no eagles decide to challenge me.

I tax off the runway and negotiate my way to the apron. There is construction going on, and large trucks trundling to and fro. We get to the fuel pumps without incident and refuel. At the end of the day I recheck NOTAMs. There is nothing for this airport about taxiway closures, just three unlighted towers and some non-standard runway markings. Ubiquitous enough NOTAMs that I hadn't written them down.

I call to talk to a flight briefer to see if I've missed a NOTAM somewhere. Nope, they don't have anything either. I tell them about the construction.

This sort of thing undermines my confidence in the system. I depend on this system to tell me if there is fuel and a place to put my wheels when I land. I check NOTAMs again in the morning. Now there are two unlighted towers plus non-standard runway markings. Overnight someone either put up some lights or took down a tower, I guess. But the construction still doesn't exist.

Late Spring

An airplane in Canada is legally required to be equipped with a working oil pressure gauge for each engine. When you start a piston engine, your eyes go to the oil pressure gauge. You're waiting for the pressure to come up. Given that it's the first thing you do on starting an engine, it's one of the first things I learned as a student. (Right after, "in order to start an engine, you have to turn the key to the start position and hold it there until the engine has actually started," which was explained to me immediately after I did it the wrong way. Yeah, I was pretty dense).  If the pressure doesn't come up, you're supposed to shut down the engine and not do anything else.

I'm not sure I've ever followed that instruction. I am starting an engine that I have just verified has oil in the crankcase and does not have a huge puddle of oil on the ground underneath. And I know how hot or cold that oil is, from 'so hot that I had to use a rag to handle the dipstick, and couldn't really see a level anyway', to 'I just spent twenty minutes deicing and I can't feel my toes or fingertips'. If it's the latter, yeah, I know that oil isn't going to come dancing through the tiny line to the pressure gauge in any big hurry. I will give the oil a while to warm up, and thus the oil pressure more time to increase.

In retrospect, I wonder if disciplining student eyes to go straight to the oil pressure gauge was a way of training us to be vigilant for a hot start when we move on to turbine engines.

High oil pressure can be a sign of a blockage, or you're running summer weight oil too far north, so instead of distributed cooling slipperiness, the oil is a viscous glob having trouble getting forced through some part of the system. Yeah, oil that is too thick can cause high or low oil pressure indication, because unless you're short on oil, both high and low oil pressure indications are caused by poor oil circulation. The pressure is high one place and low another place. Or it's the gauge. Low or high oil pressure, it's usually the gauge.

Even when its probably not the gauge, so long as there isn't oil splattered all over the airplane, and the engine didn't quit, the pilot rolls up to maintenance and says, "I have a low oil pressure indication, but it's probably just the gauge." You never want to give maintenance the idea that you are terrified of the airplane they gave you. I'm not sure why we do this. Perhaps I should try the opposite strategy sometimes and insist that ... oh wait I did that last week with a stuck propeller cable that turned out to be ... maybe I'll admit that one another time. While instantly diagnosable by someone leaning into the cockpit from the right-side door, it really wasn't visible to someone strapped into the left seat. Anyway, under-reporting of the severity of our concerns seems to be a pilot thing. Maybe because maintenance likes to show us to be wrong, so if we show little concern, they will work hard to find some way it could have killed us. Which is what we want them to do.

So my story is, I report unequal oil pressure on several consecutive flights in this airplane. It's in the green on both engines, I concede, but used to be equal, I think. I didn't remember there being a split, and I would. A pilot scans the engine instruments far more times than she knows, because we only notice we're doing it when something is wrong, and the two needles for the same thing on the two engines not being in the same position on their adjacent dials comes up as wrong, even when they are both in the green. The oil pressure indication on the right engine is inching up slowly. If it were a single engine airplane I probably would not notice. That's something I say a lot, but I keep reporting these things, because sometimes it matters. It's remarkable what a tiny thing can be a symptom of.


Eventually the needle reaches the yellow and they take it apart and find out what was wrong with it. An oil pressure gauge works the only way one logically could but I was still kind of flabbergasted when I realized that a little pressure line comes off the oil system, ducting a bit of the engine-pressure oil right to the instrument in my dashboard. Its internals consist partly of a ball bearing and a spring, and the pressure of the oil on the ball bearing compresses the spring, driving the needle.  The spring was worn out.

Ups and Downs

Pilot Proficiency Check. Flight test time. The examiner is a check pilot from another company. The ride is scheduled for Friday. I make sure all the right exams have been written and recurrent training signed off.  The examiner calls on Thursday. "Let's do it today. The weather will be better than tomorrow." Why stress for another day when I don't have to?

The examiner doesn't enjoy sitting in an airplane watching people stress out. He just wants this over. After one turn in the hold my inbound leg is too short and I never really intercepted the inbound track completely. That's not abnormal for the first time around on a parallel entry. He asks me how I will correct for the wind, and when I tell him how long I will fly outbound for and on what heading, to try to make the next inbound a neat one minute line along the appropriate radial, he is satisfied and calls for the NDB approach.

I tell him I will fly two minutes outbound from the beacon before turning inbound, but he gets bored watching the scenery go by and tells me to turn in early. This puts me high on the approach. I know that is the main hazard of this step down approach, not being able to make the step down altitudes. It's why I chose the two minute outbound. Now I'm fighting to get down and not overspeed my flaps and gear. I don't make the MDA by the missed approach point. I'm too high to land. It wasn't a trick on his part, he was just impatient. He sees what he did, and says he won't fail me. Still I should have refused the early turn. I know my airplane. I'll take the low score there.

When I get the ride report back I grimace again that it's only good for a year. An instrument rating only has to be renewed every two years, and not too long ago PPCs were good for the same length of time, but they've now shortened it to one year. The first time that happened I called the examiner up to tell him he's made an error on the paperwork. But there's a good thing, too. He didn't even give me a 2, the lowest passing grade on that approach. It's a three, the "minor errors" rating. I don't know if he forgot, or felt badly for asking me to turn early. At any rate I'm licensed to commit aviation in this aircraft for another year.

On the Radio Lately

Today I give you a collection of things pilots and controllers have said that made me smile enough to scrawl them on my OFP.


--
Controller: Aircraft calling, standby. Aircraft .. everybody just standby.

--

Pilot: Centre, Aircraft Z, Any chance of direct the beacon?
ATC: No. [no call sign, just 'no']
--

Pilot: Centre, Aircraft Y, 60 nm W of fix, 16,000.
Centre: That's lovely. You should tell Approach on <freq>.

---
Pilot: <Gives aircraft position report parked at an FBO>
Controller: This is the departure frequency. We'll talk to you later.

--
A controller makes several calls without a reply, to an American Mustang that has been having fun shooting approaches into fogbound airports. Good practice. I've heard that guy up here before. The pilot finally comes back says he had a radio problem. A few minutes later the same controller loses contact with another US airplane. "No one is listening to me today," he laments on frequency.
--
Controller. "Where is that? My map is crappy."

Top Gun Hair

My hair is growing wildly in every direction. I've been working every day for almost as many days in a row as the law and company op specs allow, and the few days off that have materialized haven't aligned with the days my hairdresser is available. (Yes, I could go to another hairdresser. Indeed it was just such a crazy hair situation that caused me to find my current hairdresser, but I don't take cheating on my hairdresser lightly).  The days off have been occupied with laundry and what I call 'weeding.'

'Weeding' for me is pulling out handfuls of green things I don't know what they are so that I can see the colourful flowers that I don't know what they are either.  My favourite part is when the weeds attack one another, e.g. when a climbing vine weed binds itself around a fast-growing vertical weed. My garden is even more unkempt than my hair. I confessed to a neighbour that I really didn't know where to start on the weeding and she said a little contemptuously, "You could at least start." Her yard is enough houses away that I don't think my weeds actually attack hers, so I hope she derives satisfied pleasure that her garden is so much nicer than mine. It's good when one's garden brings others pleasure, don't you think?

I was scheduled to do a PPC ride (annual recurrent flight test) a couple of months ago, but the examiner got sick and missed his ride, so he wasn't qualified to do mine on the appropriate day. It's stressy getting ready for a PPC, because I have to demonstrate flying the airplane in a way I almost never fly it.  I don't even know what approach category I should put myself in. (Approach categories are based on approach speed in Canada, not on stall speed. I can comfortably approach at anything between max gear extension speed and blue line, a range of forty knots, spanning three categories. And in visual conditions I have accepted requests to maintain speeds outside that range at both ends. Sequenced with military jets for a long runway I can keep my speed above gear speed until short final, and then let it bleed off over the runway before dropping  gear and flaps. And sequenced with little training aircraft in a busy circuit I have turned final a few knots below blue line, still going about double the speed of the student in front of me.


Blue line is the best rate of climb speed on one engine, a speed I should be at or above while climbing, so I don't need to try and accelerate to it if I lose an engine. It's still faster than red line, the minimum controllable airspeed or Vmc. That's the speed below which the asymmetrical thrust resulting from an engine failure may render the airplane uncontrollable. Vmc is calculated at full power, so while being below blue line on final represents a low energy situation, it's not one that would flip me upside-down if an engine failed. Should I need to abort the landing and go around because the student in the Cessna didn't make it off the runway in time, I would be sure to increase speed above blue line before raising the nose for the climb.

It's at take off, during a full power go around, or in very low speed practice manoeuvres that Vmc becomes of most concern. The POH advises that at take off the airplane should be kept near the runway until Vmc. Given that the rotation speed specified in the POH is Vmc, except for a different place in the POH where it's given at Vmc+5, I think I can keep the airplane near the runway until after rotation. For approach it recommends only "Maintain sufficient speed during turns in the traffic pattern." Yeah, thanks. I got that. It's a good thing you told me, POH.

So I'm in the office, looking for more specific training materials and someone eyes the baseball cap under which I've crammed all my unruly hair, crying out for the attention of a competent hairdresser. "Is your hair a different colour under there?" he asks. I explain that I'm pretending to be like Kelly McGillis in Top Gun. He is unfamiliar with the reference. "Who is Kelly McGillis?" What is he doing in aviation?

I elaborate, "I'm imagining that if I take my hat off, my hair will cascade out, looking perfect." Everyone has seen that scene in some movie or another. And then I remember that in the scene where Kelly is wearing the baseball cap, she doesn't take it off. She's wearing the cap because that scene was filmed later, after she had already changed her hair colour for another movie she was in. My coworker was right all along. What am I doing in aviation? I'd better re-watch the movie. Surely there is some scene in which she takes off a hat? A motorcycle helmet?  No, I think they don't ride motorcycle helmets in that movie. They're too cool.

Later I overhear a snippet of conversation between an HR person and an office person about maintaining a professional appearance. Hmm, maybe I need a classier baseball cap. Or a day off. Coming soon! Right after my PPC I think.

Balanced Diet

What I have eaten today, and what I was doing while eating it:
(times adjusted to match the time zone I started the day in)

0600 - packet of maple and brown sugar flavoured instant oatmeal - filing a flight plan
1300 - Apple & Cinnamon Larabar - talking to ATC, while flying in turbulence
1600 - A few cashews left in a bag that I opened a few days ago - flying and calculating my remaining oxygen
1605 - bag of Cheezies - flying and calculating my duty day,
1610 - box of raisins. They were all stuck together, so I just peeled the cardboard off and stuck the whole thing in my mouth - figuring out my descent profile so I could go under, not over the cloud layers that were solid at destination
1612 - packet of beef jerky, almost ate the "do not eat" packet, too,
piece of garlic toast my fellow crewmember saved for me from yesterday's dinner, roll of Rockets (Smarties to the Americans) - shoving everything I could reach in my face while the autopilot flew
1800 - a Starbucks cake pop & a persimmon fruit or passion fruit or something iced tea - hugging my ops manager who brought them out to the airplane knowing I'd be tired and hungry from nine and a half hours of flying.
2130 - two burgers, and most of the fixings that were supposed to go on someone else's burger

So the question is, what should I have for dessert?

Expense Report

Hello, my name is Aviatrix. I stayed at your hotel last week. You charged me GST. There is no GST number on the bill. Would you like to refund me the GST or tell me the government-issued number that allows you to charge me the goods and services tax?

 I wonder how many businesses charge it but never bother to remit it. I'm pretty sure I worked for one once. It's easy GST is a tremendous pain in the neck. I had to charge it when i was a contractor. I'm generally considered a smart person, yet I screwed my GST return up every year. I think something about loathing it makes me not want to understand it.

Also, because who wants to read a blog entry solely about taxes, I brought an airplane back right on the dot for the hour it was due for the 100 hour maintenance check, after three flights totalling almost ten hours. I didn't cheat. but anyone will think I did. And the airplane was fresh out of it's last maintenance last week, which explains why no blog entries in a bit, eh?

New Definition of Number One

Overheard on the radio today: You're number one, behind a Pilatus. The pilot didn't seem to have a problem with that kind of counting.

Also overheard, as I was walking into an FBO, a discussion of hiring a new pilot, they were discussing how much to offer. "Ah," said one, "We'll just get them to write up the requirements and see if we can get a guy." "Or a woman," I said, my trajectory through the room such that I was right beside them right at the moment this needed to be said. They agreed completely, and then asked me how much I thought they should pay a Pilatus captain. "It depends on so many things..." I waffled.

"Like whether we hire a woman or not," joked the guy, and I raised a boot as if to kick him the head and then passed by. A pilot doesn't pause long on the route from cockpit to washroom after a flight. The sad thing is that he's right. It's harder for women to get jobs in aviation, so when one is available we'll accept it at lower pay than a man would, and stay longer, because it's harder for us to get the next job too. Men know this, and it's one of the reasons men protest the hiring of women and minorities. We lower the wages. One we do it just by existing: people added to the existing number of white men being available in the labour pool means that there is more supply of labour, so wages go down purely by supply and demand. And then we do it by being hungry. We'll take that lowball job offer. Men can't keep us out of the labour force, so the only way you can fix this and be sure that we and you are hired on merit is to make sure we're paid the same for the same experience and duties.

'Cause apparently in aviation you can be number one right behind someone else.

Getting My GPS Fix

As I searched my bookshelves for a book I needed to prepare for my PPC, I realized that I have been incredibly remiss in not devoting a blog entry to my favourite GPS book, Max Trescott's GPS and WAAS Instrument Flying Handbook. It is dog-eared and filled with notes on the multiple ideas for future blog entries it inspired. Max There are two reasons this entry never has never been written. One is that I had this crazy idea that I was going to be able to fully digest all the information in this book, and then write the mother of all blog entries on GPS, and the second reason is that when I pick it up it's usually because I have to learn something, and get carried away with that.

Today is one of the latter occasions, and I've given myself a time deadline to study this, so I'm just going to transcribe some of the marginal notes I made reading through the opening chapters. "Excellent and now obvious," "Max knows what he is talking about, doesn't just parrot, which explains why I am not understanding things I didn't before." "Explains from zero knowledge without insulting intelligence."

There's lots of information on GPS on the Internet, but my time is worth something in sifting the wheat from the chaff. The Internet seems to be at odds over whether the unit can be programmed to fly a hold. Given that none of the Internet people I saw say it could be done gave useful step-by-step directions on how to do it, I was believing the naysayers, but Max says, "The Garmin GNS 430W and 530W send commands that let an autopilot automatically fly a procedure turn or a course reversal in a holding pattern. On the moving map page, it adjusts the size and shape of holding patterns based on an aircraft's speed and the winds aloft. Once established in a hold, it can command the autopilot to fly the holding pattern as long as you'd like." And now I see that the unit will only do this for published holds. Max does give some tips, some credited to a colleague, Doug Stewart, on flying unpublished holds. I'll reproduce them here to enhance my understanding and remembering.

The typical hold clearance (a "hold" is the way an air traffic control asks a pilot in an aircraft that requires speed in order to stay aloft to "go wait over there for a bit") instructs the pilot to fly directly from her present position to a specified point (called a "fix"). The fix can be any defined point in space, like "thirteen miles from the ABC VOR on a bearing of 298 degrees" but usually it's a VOR or an NDB. The clearance then includes a vague direction (north, east, southwest) from the fix to hold and an exact track on which to be inbound to the fix each time she circles around. The goal is to fly a little racetrack pattern, with each inbound leg taking exactly one minute and being right on the specified track. The outbound leg isn't necessarily parallel or one minute, because winds mess us up. What also messes me up is trying to learn a procedure I use once a year when I renew my qualifications. But if I master this I can probably also use it to fly shuttle climbs and descents, which I do use in real life.

So here is what I should do: Once assigned the holding fix I set the course direct to it, with the autopilot in NAV mode to track to it. Once the autopilot has figured out the heading that will hold me on that course, I should bug that heading and fly in HDG mode on the autopilot, while I set up the hold. I hit direct to again on the autopilot and enter the inbound course as the desired track. That makes it show a pink line to the fix along that track. I should put it in OBS mode so it doesn't automatically go on to the next waypoint. Reaching the fix, I turn the heading bug to my calculated outbound heading. When I have flown outbound for the necessary time I should use the heading bug to turn inbound, but when I am within 45 degrees of the desired inbound track, I turn the autopilot back to NAV and it will intercept and track inbound. In a direct entry, I can use the ETE feature of the GPS to figure out my timing, by looking at the distance when it hits one minute, and I can look at the wind correction to figure out my outbound correction angle. Curiously he suggests triple the inbound correction, while I use double.

I see Max Trescott also sells a CD ROM course for $100. Given that that's the cost of about twenty minutes of dual instruction in a light twin, I suspect it would be worth one's while.

Who is Onboard?

Patrick Smith at AskThePilot.com has ranted on a subject I have ranted on before. There are at minimum two people working in an airline cockpit. Both are pilots. Why do the media pretend there is only one? This isn't a new thing. Ernest Gann started out as a copilot in the ... 1920s? (I'm busy ranting, book is in another room, not looking it up). The correct terminology is not impenetrable airline jargon that has to be dumbed down for the media-consuming proles. As Smith points out, it's largely a matter of adding an -s to a word they are already using. If they boldly go a step further and refer to one of the pilots as the captain and the other as the first officer, even if the public has never heard these terms before, surely they'll figure out that the captain is in charge and the FO is the next in charge. Or does too many Gilligan's Island reruns make everyone assume that anything akin to a First Mate is a bumbling moron? Actually, wasn't Gilligan smarter than the Skipper? Just more accident prone.

The general public knows there are two pilots on board. They see them board. Even in extreme situations they grasp this fact. I recall an article about an airplane that crashed in an urban area. Members of the public ran to help, bravely going on board the aircraft even as it started to to burn, and one of the rescuers looked at the people they had removed from the wreckage and saw that there was only one wearing a white shirt and epaulettes. "Pilots always come in pairs!" he noted, or something similar. They dared to go back on board for the second pilot.

I'm trying to find that article to get the exact wording. I thought it was the King Air that crashed on approach to Vancouver. Radio audio with some photos here. It hit a busy roadway, only clipping a couple of vehicles because a stoplight caused a gap in traffic, but the witness quoted here makes it clear that passengers weren't able to rescue the pilots because the fire was too far advanced in the cockpit. The TSB report linked above mentions confusion over how many passengers and pilots were on board, so unless there was a uniformed pilot among the passengers, this is not the story I recall. Professional rescuers extracted the pilots, but unfortunately both died of "thermal injuries." Ugh. Who knew there was a clinically remote way to say "burned to death."

Interesting that some members of the public were distressed badly enough by the proximity to the crash to require treatment by paramedics, while others were willing to run on board a burning airplane. I commend them for saving lives, but I think my safety training would side with my animal flight-from-fire response and I would instead render assistance that didn't involve entering a confined space probably containing live wires and fumes from ruptured fuel tanks. I guess we don't know what we would do until it needs doing.

This started out as sympathy for a rant but took a macabre turn. It suggests, though, that you merely knowing that there are two pilots on board your commercial passenger flight does not just satisfy our petty need for you to get the words right, but could actually make a life or death difference to the flight crew. The local paper got it right, referring to "pilots" throughout and calling them the captain and first officer. The national one has some exciting photographs and a video of some smoke taken by an excited car driver (not worth watching unless you really like smoke), but implies throughout the article that there was only one pilot on board.

There were two of them. The captain was named Luc Fortin and the first officer was Matt Robic. I didn't know them, but chances are I have met one or the other on my travels and it is certain that someone reading this blog does. My apologies that what started out as a hunt for a story about passengers who could count to two rescuing a pilot turned into revisiting a story that touches you painfully. The TSB suggests aircraft like this have a G-switch to isolate the battery in the event of a crash, and that might have saved them.

On Leadership and Lost

I've been rewatching, or kind of re-listening to--I tend to do chores with the television playing--Lost recently. One of the themes of the show is leadership, which is something I'm dealing with in life, as well. You'll see whatever it is you're focusing on, in whatever you look at, so it's not surprising I'm finding it in Lost.

When I was in high school, and I got into first world funks of depression at the hopelessness of life, (i.e. when I was a normal teenager), I discovered that a good route out was through reading really depressing stories by A.P. Chekhov. He wrote hundreds of the things, generally short simple tales on the futility of life, populated by characters who knew, discovered, or completely failed to realize, that every step they took was merely plodding closer to pointless death. They're well-written, with believable characters and the somewhat alien world of 19th century Russia--took me ages to understand why so many grandmothers slept on the stove--so one can read quite a few. At first I would nod my head in sullen agreement that the world was that way. After a while I would venture an internal opinion that maybe it was not that black. And finally I would yell at the characters not to be so pathetic, to go forth and do something. And I would get up and set an example. For some people, inspirational literature requires actual inspiration, but nothing goads me to do things so much as seeing it done incorrectly.

The same seems to be true of leadership training. As much as I probably need to pick up a book to help train myself in the art of leading a group of people to accomplish a goal without any of them killing one another or being eaten by polar bears, I have no desire to. But watch a couple of hours of Lost, and I'm really wishing the smoke monster would get Jack. Sure, I understand that fiction requires drama and heroes, and that fictional heroes require tragic flaws, but some of the television traditions, dare I say tropes are really aggravating. The leader character on Lost is a doctor named Jack. In the immediate aftermath of the crash he is the hero because he can treat injuries, and resuscitate people, but he ends up racing from place to place being the hero for everything. So here are my non-leadership techniques to learn from Lost.

Playing up the incompetence of those around you is not a leadership skill. This is more something Lost (and every other TV show does) than something Jack does but they are both fictional creations of the same writers, so it counts. To show that Jack is a great and mighty leader, everyone else on the beach is depicted as clueless and incompetent. There's a character, Boone, who is a licensed lifeguard, training which specifically includes a good deal of first aid and emergency scene management. Jack has to take over his resuscitation efforts because he's doing it wrong, and later in the show rescues him from drowning, while they are both trying to save a third person. There's no plot reason for Boone to be a fraudulent or incompetent lifeguard. It would have better showed Jack's leadership abilities if he had come over, approved and encouraged Boone's competent resuscitation and moved on to another victim. He would have looked like more of a leader if he had left the task of resuscitating someone who had been pulled out of he water specifically in the hands of someone whose professional specialty that was. The dramatic point that was made during the swimming rescue would have been made more strongly if it were Boone who had to haul an exhausted Jack back to shore. When Jack needs someone to hold down a patient who has to endure surgery without anaesthetic he chooses a man who specifically and repeatedly states that he can't handle the sight of blood. He sets the guy up to fail.

Doing everything yourself is not leadership. Jack is always running, literally running, from one situation to another, placing himself in danger without developing or drawing on the skills of the people around him to solve problems. This is his major dramatic character flaw, so it couldn't be more blatant, but watching him do it wrong is a good way to make me wonder where I can apply this lesson. My beach isn't covered in able-bodied people who can be pressed into service to do the essential tasks, but I still might be doing more leaping than is strictly necessary.

Meanwhile Ben, the mysterious leader of the others, shows quite a different style of leadership. He doesn't do any leaping at all, accomplishing everything through sinister psychological manipulation. This fascinates me, and I know it can be done without the sinister part, because I willingly go to great effort to achieve goals under psychological manipulation by my own boss and by the director of an organization I volunteer with. You see, I like to feel valuable and appreciated and they know that, so they appreciate me in return for my efforts. I'm always left thinking to myself, "I'm happy, and--in the case of the non-volunteer position--they give me money. Am I being tricked here? If I weren't being manipulated into doing this, I might go and do something else ... which might make me happy ... or money." And then I get confused and stop thinking about that.

So, in conclusion, leadership lessons for the day: Get people around you to do things they are competent at in return for things that they want.

Quick: Name the First Woman to Fly Around the World

First two admissions:
One) I don't remember hearing of her before today.
Two) I don't have time to do any fact checking; I'm trusting this Buzzfeed article, and banging out a quick post for the 50th anniversary of the completion of her flight.

Her name is Jerrie Mock. Is. She's still alive. Because she flew around the damn world and didn't get lost or run out of fuel or crash. It's too bad that she did it under the racelike conditions that she did, and didn't get more of a chance to explore the places she visited. I wish her later years had been happier and that she had had more opportunities to fly since.

I thought it was worth posting, even though I'm prioritizing my sleep over a well-written blog post here. Jerrie Mock.

Staying Alive - Be Prepared

This is from the Cheeseburger network's "demotivational posters," but it's the right rule for a pilot to remember. The exact wording on my poster would be "Always leave room for one more thing to go wrong." You can do a turn at low altitude close to the mountains, but can you do it at he same time as an engine failure or a bee sting? It sounds terribly negative, but constantly asking "what is the worst thing that could happen right now and how would I deal with it?" is a very positive way to fly.

I think I already told you of the effect Baden-Powell's Scouting for Boys has had on my life, but it's my blog, so I'll tell it again. He urged boys to survey the situation around them at all times, think what emergency could arise, and be ready to deal with it in advance. Times have moved on since he wrote, so just as he only addressed "boys", one emergency he suggested was that of a runaway horse in a public place. The possibility of a horse bolting through the shopping mall or down my street was remote but so much more exciting than plausible emergencies that the idea launched me into a lifetime of imagining and preparing for infinitely unlikely but exciting emergencies. I honestly think I spent more time as a student pilot thinking about being struck by a piece of debris that fell off a passing airliner than say, a bird strike or an electrical failure.

Always leave room for one thing to go wrong is my own coinage, a realization I had so long ago that I don't remember what had happened to bring me to the conclusion. I think I was a student pilot so it might have been a combination of things that I now handle while eating lunch and boring my co-workers with repeated stories about my life, but at that time, on that day I realized that I didn't have the capacity to handle another problem. It goes with an astronaut saying I just learned, "In space there is no problem so bad you can't make it worse." That one is from my countryman and fellow pilot, Chris Hadfield.

Fireproof Clothing One Can Pee Out Of

Fireproof clothing that doesn't need to be removed before urinating: is that too much to ask? I have asked this question before on this blog, but then it was more rhetorical, Now I'm actually in the market for Nomex flightsuits compatible with in-flight urination. Preferably in company colours. (Protip: if you want to save money on flightsuits in company colours, make your company colours navy blue or khaki). So I turn to the first resort of anyone in the 21st century looking for anything: Google (because my phone isn't new enough to have Siri).

Try and guess what the entire first page of Google returns for "flight suit reviews" consists of. Just try.

Unless you guessed diapers for pet birds, you guessed wrong. You'd be close if you guessed Halloween costumes, like this one, that comes complete with Top Gun patches and aviator sunglasses. Or the kid-sized replica of the NASA Advanced Crew Escape Suit the author of this blog entry started out reviewing, before she got distracted by thinking about what it would really be like to be an astronaut's mother. And then there are the ones that don't seem to be costumes, but marketed like costumes, as though their primary customer just wants to look like a pilot. They sell a women's flight suit, at about a hundred and fifty dollars more than the typical men's price I've seen, but I'm not sure whether the mark-up is for the smaller woman's market, or because this is for people who want "genuine, authentic flight suits like real pilots wear," as opposed to those who want to put genuine fireproof clothing on real pilots. I'm also wary of ordering a "women's flight suit" that is only available in men's sizes, and is sold on a page with the html title "MENS POLYCOTTON FLIGHTSUIT".

When I do find women's suits listed, and this one looks pretty good, it is sometimes difficult to determine which is the corresponding men's suit. I don't object to the men having a much greater selection of styles nor to the women's ones often being more expensive: I do understand economies of scale. I just want there to be a corresponding men's suit to the one women's suit on offer. These are, after all, intended as a uniform. I want male and female crew members to have the same pocket layout and styling, for the overall look even if what's underneath our zippers is a little different.

Because of the difference under the zipper, I'm looking closely at the styling, trying to work out how I pee in there. If the zipper went far enough down, I could get a portable urinal in there. If there's lots of extra room in the legs, I guess I could get the bag to hang down one leg while I used it. Some of the pictures don't even look like they would make it convenient for the males to engage their equipment with a relief tube. Zippers are men's natural enemies, right? And I'm still not finding reviews of flight suits intended for those without cloacae. If you wear or have worn one, and are not an incontinent bird, let me know what you think of yours, what features you like or wish it has, and whether you can pee in it without, you know, peeing IN it.

I hope I can find a better solution than this style, although I do appreciate the fact that the vendor charges less for the women's version, in light of the reduction in fabric required. I'm seriously tempted to buy that last one and show up in it on Halloween.

Halon Extinguisher

This video is sort of adorable, and I think it may be as close as I'm going to get to my VP's request of a video showing a Halon fire extinguisher in action. Finishing the job with an obviously capped bottle of water is a great touch. It was probably made for the same reason that I'm searching for on: it would be nice to know in advance how long the unit will function, what the chemical looks like coming out, and the efficacy we can expect in using it. Halon is restricted under the Montreal Protocol, to which Canada is signatory, so you can't just go out behind the hangar and discharge expired bottles for training purposes. Expired units are returned to the manufacturer and the Halon is recovered and recycled.

I'm pretty sure the colourless Halon gas is virtually invisible while being discharged. The information on the can is sufficient to calculate that the contents are not in excess of what will produce an average 2% concentration in the air of the aircraft cabin. But how long will it take to be exhausted, and how big a fire is too big for it? You don't want to use the whole bottle on half the fire, but perhaps you want to be sure you have put out one part of a fire before moving on. But it lacks information on the stream rate, discharge rate, time to be fully discharged, whatever one might call it. I am, however, finding plenty of interesting things about Halon.

There are two types of Halon: 1211 versus Halon 1301. (That isn't the interesting part yet. I might also be overselling "interesting".) I just knew that the handheld extinguishers use 1211 and the installed setups like in computer rooms and cargo areas use 1301. I hadn't even thought about what "halon" meant, but it's a hydrocarbon with halogens replacing some of the hydrogens. Halon 1211 is chlorodifluorobromomethane. The number isn't just some kind of catalogue number, but a description of the molecule. The first digit specifies the number of carbon atoms: unsubstituted methane is CH4. the second digit is the number of fluorine atoms, the third is the chlorine atoms, and the fourth is the number of bromine atoms. If there happens to to be iodine on board they'll add a fifth digit for that, and presumably a sixth digit could be added for astatine, but an unstable radioactive halogen wouldn't be a good choice for a fire extinguisher. (If you didn't find an interesting part in there, sorry. It was interesting to me. I love knowing how things got their names).

Something I didn't know, and actually believed the opposite of, is that Halon 1211 is not appropriate for burning metal fires. Fortunately my aircraft does not have magnesium components. But perhaps I should double check that.

And then, just as I thought I had milked the Internet dry of useful (or interesting) information on Halon fire extinguishers, I found this study. Really if you're nerdy enough about aircraft firefighting chemicals to have read this far, you should just go and roll around in that link. Sure, it's a PDF of a typewritten document, but what do you expect from 1986? Six percent of cabin fires during the period they sampled were from "smoking materials". i.e. people lighting fires on board aircraft for recreational purposes. (There's no breakdown of tobacco versus other). The FAA built a wind tunnel out of sheet steel, a Cessna 210 and a couple of jet engines. It's not crystal clear from the description but it appears that this test rig was designed and constructed specifically for testing fire extinguishers. And damnit, they did. There are sixty pages in this document, with graphs and tables and all the data I could ask for, including the fact that a 2.5 lb Halon fire extinguisher takes ten to fourteen seconds to fully discharge. Thank you, American taxpayers.

Celebritails

My thanks go to regular reader Sarah for linking me to this article on the Canadian Forces Celebritail programme. I haven't managed to get a blogworthy picture of one in the field, must be the subtle colours, and I don't see most of these types at all at the airports I frequent. If you know the history behind all the people honoured on the tails, then you are a connoisseur of Canadian history and culture. The funniest one is the Bieber Bomber, and its mysterious poor dispatch record. I'll bet they're extra glad they took that picture off now!