Hey thanks guys/gals for the replies!

I posted this under another thread but realized I was thread-drifting it. Are IFR aircraft required to report "down and clear"? For those unfamiliar with that phrase it's used to satisfy 602.101 (e). Here is the VFR rules: MF Reporting Procedures on Arrival 602.101 The pilot-in-command of a VFR airc...

As a bit of an aside, are IFR aircraft required to report "down and clear"? For those unfamiliar with that phrase it's used to satisfy 602.101 (e). Here is the VFR rules: MF Reporting Procedures on Arrival 602.101 The pilot-in-command of a VFR aircraft arriving at an uncontrolled aerodrome that lies...

Good morning! Looking for examples of pilot nav SIDs for one of my old students who’s looking to practice them. He's already done the Pigeon 1 out of CYYC and the Cloake/Mill Bay out of CYYJ. Seems like an abundance of vector and RNAV sids. I know I can go through the charts and find some - I just w...

Nothing really to add to the discussion other than the attached file.

RB

bigEh wrote: What I was trying to ask, and apparently failed at, was how more experienced pilots make the Go/No Go decision when it comes to High Density Altitude. At what point do you say no?

viewtopic.php?f=3&t=74972

Colonel Sanders wrote:If I turn base with 80 degrees of bank,
and I unload to zero G, what is my stall speed?

0

However one thing I can comment on, looking at the far end of the runway is not going to solve your problems. Although at least it's looking outside, I taught this way [incorrectly] many times. I find now that looking to the point where apparent motion ceases works best and for a variety of aircraft.

My point is that south of the border, there is not the stigma associated with holding a flight instructor rating that there is in Canada. I do not know why in Canada it is considered a mark of shame - like having genital warts, or herpes - to hold a flight instructor rating. Frankly I do not care. ...

gustind wrote:http://plan.navcanada.ca

I use it all the time.

+1, works fantastic

I guess I'm just a slow learner compared to you, Rowdy! PS I know of a retired 3-leaf (Lieutenant) General, RCAF. Used to run Fighter Command, was deputy NORAD commander. He's only a class 2 instructor, and is a current CFI at an FTU. He's a really slow learner compared to you! Maybe you could stop...

Geo wrote:Your preparation. Your ability. [...] Your decisions.
[edit to correct a couple of typos]

Nicely said Mr. Ganderson

That's pretty funny ... But you see what I mean about the quality of class 1 instructors?! They have an awful lot of responsibility, and a lot of them do a pretty crappy job. FWIW I had an ATPL and 2500 hrs and significant experience outside the circuit before I finally got a class 1 instructor rat...

Hello, I have a basement suite that is available for rent. It is located in Airdrie, and is a 15 minute drive to the west side of CYYC and 20 minute to the east side of CYYC. Both myself and my wife work out of the airport and it is a fairly consistent drive. It can take an additional 5 minutes to g...

Regarding ditching over forested areas, assuming you have nowhere else to go, I've been thinking - would it be better to glide into the trees or should you attempt to stall it just as you start brushing the treetops to decrease your forward speed as much as possible and hope the tree branches somew...

"straight in downwind" One either joins downwind, or mid-downwind. The former implies straight-in. The latter implies via overhead with a 90 degree turn. Right on. Of course one apply that logic to say"one either joins downwind, or straight-in downwind" where the former implies midfield and the lat...

straight in downwind? I think the term comes from joining "straight into downwind", as compared to the inevitable "kink" or turn required when joining from the upwind side. Think of the two ways to join a circuit at a non-mf area, one of them is straight and one is turned. I don't think it's a diff...

This came up in the ASL a while back but I couldn't find it...

Hi everyone, Been reading through some topics on here with interest. Came across this in the "Radio Usage Plea" thread: I was a little confused as well, but at the risk of earning some well-deserved eye rolling, I will attempt a summary : If two aircraft are both joining the circuit, the mid-downwin...

Counting it down for the student helps too - starting at 50' or so.

Hello, A friend is looking to get his CPL signed off here in the next couple months. Please note he will not have his instrument rating signed off prior to the CPL sign-off. Odd question: How many hours, if any, of instrument time, logged with a person qualified under the second quote below, can be ...

FenderManDan wrote:Outside of the FTU what procedure do you use with respect to the controls and the engine? Just curious on variations from the FTU procedures.

1. Touch and go
2. Balked/overshoot

Cheers

Dan

Every A/C I have flown has an procedure outlined in the POH for #2.

Beefitarian wrote:Hi I'm here to ruin what up to know has been an excellent thread but I need to prepare better. Stand by.

what'd'ya got?

When I first saw a turn co-ordinator we used it to give us a rate one turn....something the needle would do only in the ball was centered..Is that correct, or is my old memory faulty? As to slipping with them. Ｗｈｙ？Ｉｎｔｅｎｔｉｏｎａｌ　ｓｌｉｐｐｉｎｇ　ｉｓ　ｄｏｎｅ　ｉｎ　ＶＭＣ，　ａｎｄ　ｙｏｕ　ｄｏｎｔ　ｎｅｅｄ　ａｎ　ｉｎｓｔｒｕｍｅｔ．　Ｏｒ　ａｍ　Ｉ　ｍｉｓｓｉｎｇ　...

Nice illustration, thank you. I (think) I understand the mechanical differences, but it would seem as though the only practical difference is that the TC responds quicker to a banked turn (since it detects the roll in) than the TBI (since it has to wait for the ensuing turn rate) but as a result may...