How about the YYC Runway Availability booking website. http://rapt.yyc.com/

Did this ever help the flow for you guys? Are you still wanting pilots to register a 'slot' time?

When it first started, there we a number of bookings. Now it's wide open green (available).

Great writing cHange-!!! thanks for posting.

I can vouch for everything he said. Worked at CMA for 7 years, ramp to 3000 hr captain.

Krimson, turn back a page in the AIM to 8.4. Big difference between 'should' and 'shall'. Should report leaving/reaching means it's a good idea, but if radar etc, not mandatory. Difference is when atc requests the info, then it is manditory and becomes a 'shall'.
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It's great having you back Bizjets! Enjoy your posts.

Thanks for the info.

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A couple years ago, a B1900 rejected in Alberta because of the stall warn after V1. The end result was 100' off the end of the runway. Thankfully everyone was ok. Everyone in that forum was 'pro V1 continue'. You can't just choose sides dependent on the results. This is basic multi eng training. V1 ...

Times two. I really enjoyed his corp jet updates!

Gannet167 had the best post on page 1. Well written. In complete agreement, V1 is V1... continue. There have been numerous other cases of guys trying to land again after V1 with horrible results.

Good post bizjets!

Well laid out survey. Seems similar to a few corporate/regional salaries that I know of here in Canada.

What do other avcanada-ers think? Are we on par/below?

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I too would prefer speed reduction. Then as a pilot, I still have and idea of where I'm going (arrival route), and a good guestimation on eta. Plus pulling back the throttles and staying direct saves a lot more fuel than a full speed 20 mile downwind.

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Markpilot, if you could please forward me $200, I'll be happy to reply to your question!

Hey robbreid,

I'm impressed with all your thorough jet type specific posts. Where do you find all this detailed info?

Good info nonetheless,

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IFRATC, thanks for your reply. Assuming from what you said, you work center. I agree with your comments and understand the additional workload when issuing holds or flow/ground delay times for an area controller. I guess my question would be more specific to YYC arrival/tower. I understand 'true' ma...

Well written parrot_head, thanks for your reply!

So is it just me, or is Calgary becoming the only airport in Canada to schedule/implement daily 'Flow Control'.... Even on screaming clear sunny afternoons? I understand it's to help with bad wx/high traffic volumes, but I can't count how many times I've been ground delayed, 'flowed' into YYC, switc...

When I worked at cma, the takeoff briefing was: ..... reject on captains command below 80, after 80 kts, only reject for eng fail, eng fire, loss of oil pressure or control problem. Have they added stall horn to the above 80 kts critical list?!?

Glad everyone's alive.