All the ones I flew it was always witness wired in the stowed position and the only time I have ever had to use it it would break the witness wire and was for maintenance checks. If you were needing to use it in flight it should only to be to get to the ground and some sort of maintenance was requi...

Canada Post chose to honour the Mighty Beaver with a stamp, not much quality assurance here, it was issued with an N number WTF?

https://globalnews.ca/news/9235434/beav ... tors-fail/

anyone know how to petition Canada Post to re-issue the stamp? This is sacrilege !

So with slightly less than one year for 703/704 operators to comply with the new flight and duty times.... who has a software tracking option for this?

What are the 705 guys using?

Look at the PASCO, Bearskin, Perimeter, Transwest, PAL type companies (704/705lite). Overtime, pensions, fatigue rules, actual days off and reserve rules. All very similar to the regionals. Even FOs are paid better than the regionals. Most have bonds, some of them are nasty while the Q400 FO has a ...

True wages could go up Still doesn’t explain why a pilot will refuse to sign or very reluctantly agree to a training agreement on a king air with a salary of say 60k Then accept the next job with no agreement at an airline on a Q400 Starting at under 50 k Because you can leave when you want. It's p...

True wages could go up

Still doesn’t explain why a pilot will refuse to sign or very reluctantly agree to a training agreement on a king air with a salary of say 60k

Then accept the next job with no agreement at an airline on a Q400 Starting at under 50 k

The 3 page thread on bonds has got me thinking. Nothing in that thread is new. For this discussion let’s define the terms as follows BOND: the employee takes out a 2 year loan for 40K company pays back over 24 months Training AGREEMENT: the company pays training at 40k. The employee agrees to stay 2...

The reason that the pilot is asked to push the propeller levers forward at low power settings (by way of the 'RESET PROPS' light illuminating) is to force the propeller into an underspeed condition , thus handing control of propeller blade angle over to the beta-reverse valve. Older Beechcraft prod...

springlocked wrote:Here is another fly in the ointment LPV approach mins do not require temp correction --.

Please explain and provide a reference. LPV is flown to baro minima so why don't you need temp corrections

Wow! Sounds like a very old belt. I thought all of them would have been caught in the 10 year seatbelt replacement requirement. Or is that only for commercial operators? Not sure if this is the same self but it reminded me about this fatal accident. http://www.tsb.gc.ca/eng/rapports-reports/aviation...

A big thanks to a fellow aviator. He was deadheading YWG-YQR on AC845 Monday 21 December My wife and 5 year old were flying out to YYC to meet me for Christmas. It was his first flight on a commercial plane. This pilot took the time to say hi to my son talk about his first flight. Then he gave my So...

While most of the discussion has centred on reducing the prop RPM. A few posters have referenced reduced power takeoff even suggesting lowering Mp on takeoff. On your typical injected piston engine engine (maybe carb too) most of the least portion of throttle is more fuel for cooling. In my mind if ...

Most people on this site bitch whine and moan about new regulations. Funny to see so many of you wanting a regulation to deal with this Anyone tried to get jerry can filled lately ? most refuelers wont do it not because if static (I can accept that reSon) but because THE FBO will not accept the risk...

Lets see who gets an accident report out first, and who has a more detailed creditable report. I am betting the TSB will place second, then first, as much as we want answers quality over quantity wins for me.

I'm still struggling with the fact the SOP calls for gear up 100 feet above MDA, then put it down again for landing. You have be kidding. Right? People DO this? Why? Hundred above.....gear up????WTF! The airplane is obviously stable with the gear down. It's trimmed correctly. All is at peace. Just ...

WEAKEST CADOR EVER - Date Entered:2014-11-20 Narrative: A Discovery Air International Cessna 208 (DA223) departed Yellowknife, NT (CYZF) at 1344Z flight planned to Fort Simpson, NT (CYFS). At 1406Z, DA223 requested clearance to return to CYZF due to icing. At 1419Z, DA223 declared MAYDAY due to seve...

I think if you can make it to a physical office during business hours they will issue a temporary license right away. This is presuming you get a cooperative person. A few years ago when I got my first blue aviation document booklet that sounded like the offer. I was not flying at the time so I jus...

...... It doesn't matter if it's able to earn revenue so long as everyone can see that it belongs to Buffalo, just like Mikey wearing nothing but Buffalo Air Wear during his press conference; he was trying to explain a major safety issue and allay fears about it being a rinky-dink operation, but in...

CD Thanks for the info, 602.62 in my opinion is still not that clear cut in that no definition follows, even the proposed definition refers you to the Airworthiness Standards which in turn refer to to other industry standards. I got as far into it to see that Subpart 51 has been repealed, but missed...

I don't see a clear-cut definition of what a PFD is. Does anyone have the new definition yet? We all seem to picture a manually inflated Mustang style The NPA references recommendations from 2011 that include" "manually inflated PDF" strange there is not clear cut definition published in the current...

Tip: Direct Enter Enter, Follow the magenta line :D Seriously though, A good one to know is Direct Direct Enter, which will give you direct to the closest point on the route... so for example intercepting an ark, by going direct direct enter it will plot the fastest intercept, instead of going to t...

I guess Im not being too clear here. I would make control selections based on the AFM procedure and in the absence of a specific prop selection (feather or fine) then do whatever would stop the aircraft sooner and mitigate possibility of fire. Good discussion points on damage associated with feather...

i agree. not suggesting that but Id rather have a fractured crank at inspection rather than one that didnt get bent and goes back into the engine. Deductable will be the same

Insurance is already buying new props, who wants to "save" the engine the have to fly the fucker again after it makes tolerance for crank damage

Isn't there a sterile cockpit SOP/CARs reg for 705? Which would mean there shouldn't be any personal discussion at that point in the descent and approach? I also agree that the actual CVR recordings should not be released in the PUBLIC report. A transcript of directly relevant communications, maybe...