Not that it seems to matter but how many out there actually understand or know what the proposed structure and mandate of the College is/was. It's been a while but the last time I saw a flurry of activity was when they were going to propose taking over the licencing from TC. That to me is not what d...

Fuel icing additive not used since it has fuel heaters, the "H" model was not know for structural problems and wing box was monitored and had a replacement timed/cycle life. To lose hydraulic control boost means multiple failures and very unlikely and that failure usually creates a crash during an a...

Possibly you could say I contradicted myself but I think I said or indicated that while I would never reject above V1 (I was always a fan of V1=Vr on bare and dry runways and heavy weights) but what I meant was want you would do and what you actually do on a particular day you can never be really su...

Again I think people are taking issues out of context - "never say never" refers to anything can happen and how you react is not set in stone. Human factors are such a fluid thing. What you did today and how you reacted could be all together different under similar circumstances at another time depe...

:smt040 to each his own but from experience I can say fuel dumping from a controllable aircraft I would never do. BTW what happens if your type has no fuel dump capability. I suppose you are off the mind to burn fuel off for several hours and to to sweat 500 lbs in a 200 k aircraft now that is picki...

Simple explanation - uncontrolled airspace

Fuel dumping is a thing of the past and a over weight landing is preferred. First you just can't dump fuel where ever you want to unless you are prepared for great mounds of paperwork and possible costs of impact studies and such. Sure if you ass is on the line "dump to minimums" was a common phrase...

Another time and another era. Ever since the FSS revamp from back in the 80's they give very little insight into wx other than reading the TAF's and Metars which any pilot should be able to do. Prior to these days you would actually get a good wx briefing from the FSS guys or a wx briefer and if you...

Why would a flap problem require an overweight landing? Returning to an airport immediately after T/O would be an over weight landing on the planned flight. Flying around a heavy aircraft with flaps out, even at 1 degree is limiting, back on the ground is good. I don't think the 76 has fuel dumping...

The other one was surface contamination picked up before takeoff. That was never confirmed, NTSB came up with that because they could not explain it. No proof of contamination was found. I still believe there was another cause. The Basler conversion has some ugly characteristics. It will carry a sh...

Above V1 why would they reject unless the captain had better insight, like excess runway. This would have required an over weight landing at high landing ref. considering flaps stuck if they took it into the air. It worked out so no issue and proper call at the time. I'm not sure if a human brain co...

Certainly but the insurance company would only be concerned about experience level and current and proper licence for type and of course goes without saying crew requirements as set out in the certification. Then it's all down to owner's permission. It's like a dog chasing its tail. I had the same r...

harder than being a pilot"

If you believe that you are in the wrong profession. Being a pilot is not difficult at all. You need to apply yourself but difficult it's not. I made my living for over 50 years as one and yes sometimes a pain in the ass and the odd challenge but difficult certainly not.

You don't even need an autopilot to fly single pilot IFR let alone a PPC. A PPC is a commercial ops requirement. Non rev, ferry flight or a company service flight or just the boss jumping in to go to a meeting is all good. PPC is not part of your pilot's license. Back in the day when TC could not ke...

Non revenue ferry flight even a company rescue mission no current ppc is required even in 705 as long as you have a type rating(heavy aircraft) no ppc required. As long as you have the proper licence for weight catagory. Not a commercial flight current ppc not needed.

So a cruise ship Captain should be paid about ten times more than an airline captain?

You mean they don't?

Let's face it the bush mentality and culture is still part of Canadian aviation and part of industry heritage. Too much lobbying allowed and a group of law makers who have no backbone. Canadian pilots don't get tired and can work for days without rest. We are simply gods.

Lots of modern trucks have synchronized gearboxes and don’t even need the clutch to shift after you’ve let off the thrott That's called an automatic transmission. None of the big rigs have syncros. Floating gears is a technique but many don't condone this and double clutching is recommended. Automa...

Air Canada’s reserve rules are worse than a lot of 703! But the grass is always greener....

But you can book sick at Air Canada

You know that the safety driven aviation world would have an issue with 400 and 1/2 with a single engine aircraft IFR Common sense dictates that if you are below a safe return altitude you probably should not go. I don't think a 703 twin would be safe either unless you were crew and less than 500lbs...

What's wrong with that? It's an IFR capable airplane with -let's assume- an instrument rated pilot. Pretty sure this is a daily occurence in Canada, in way worse environments.

Evidence here would indicate it was an issue and wx was a factor. Even with a mechanical no quick return possible.

The one big problem with written forums is the fact that people interpret posts differently than the author intends. Personally I was upset that another low time pilot had a very tragic preventable accident. No personal attack or disrespect just speculation he was set up to fail by a piss poor train...

truck or bus? We're pilots.

I drove haul truck pulling wood and I'll tell ya the stress level was higher on the winter Bush roads than driving any aeroplane.

Very well but how did you learn to make your decisions. My point is that the there is very little attention paid to the most important part of being a pilot. Type "A" personalities have problems dealing with the go or no go scenario. Obviously some kind of agenda he was sticking to, we will likely n...

Not sure what specific failure, from a weather point of view, there was.

Just to clarify, I meant the training system not the tools you use to plan and conduct a flight. It boils down to risk assessment and decision making. Likely the main causes of tragedy in general aviation.