Snapshots

Howdy all!

It's been quite a while since I've updated the blog! My camera hasn't been out and as active as it has in the past, however, I thought I'd post a few pictures I have snapped in the last 2 months.

This is the Caribbean Airlines Boeing 737 that overran the runway in Guyana. They dragged it over and its now sitting on its tail in two pieces in a hanger at the airport there.

Early morning flight down the island chain. At the time, we were over Guadeloupe, with Dominica in front and Martinique in the distance.

The small island of Montserratt, with the volcano which still seems to cough from time to time

Sunset enroute to Antigua from Barbados at FL (flight level) 230

Nice Sunset in St. Lucia, after a rain shower

Early morning Departure out of Barbados, looking at the north half of the island, enroute to Dominica

Company traffic on the ramp in Dominica

Line Training and Flying the Line

Line training is finally complete after 4 months of training. It took some serious dedication to work and studying, but it sure has paid off sa far. I've been 'flying the line' now for just about a month now, and it has been fantastic!

In the 3 weeks of my line training, I have seen a lot, (or so I think); however others tell me that I have truly seen nothing yet, which i sure do believe. I've had the opportunity to fly into almost every island in the caribbean (with the exception of Martinique and The Dominican Republic) which lies between Puerto Rico in the north and Guyana in the south. Our flights range from very short sectors of St Kitts to Nevis at approximately 6 minutes from takeoff to landing to long sectors between Barbados and Guyana and Trinidad and Curacao which are both each over 2 hours long. It's a good mix and keeps things interesting and never 'routine'. To add to that, Flight Operations likes to keep us on our toes by changing flights, routes, times, schedules, stops and everything else in between.

In my time at LIAT so far, I've flown around different heads of state, met many different types of people, skirted around hurricanes and tropical storms and have flown instrument approaches down to minimum altitudes with the minimal visibility with Tropical waves and depressions passing overhead. My time here has also provided me with many  'only in the tropics...' type moments where you can stand back and chuckle to yourself. Some can be quite funny, but others quite frustrating.

Another thing that comes to mind is the Malibu rum commercials, this seems ridiculous, but I actually find a lot of similarities down here...

http://www.youtube.com/watch?v=SCdX8kLv4JI


Anyways, I figured I'd post a view from 'the office' as I land at George Charles airport in Castries, St. Lucia. The Sandals resort is just to the north of the airport (left) and the harbor is on the right. This video was taken a few weeks back on a nice clear evening. As you can see, at the end of the runway there are hills right at the end of it. This makes it even more important to always know exactly where you are, especially in instrument meteorological conditions (clouds AKA IMC).

 This past Monday, we had a day which started in Georgetown, Guyana, took us to Barbados, St. Lucia, Dominica, St. Lucia, Barbados, St. Lucia, Antigua. (no other airline pilots can say they are doing more takeoffs and landings than us, but that's another story!) Leaving Barbados for the last time that night, the captain went on the PA and was telling the passengers how the weather is beautiful there and we should be in 5 min ahead of schedule, as we had just arrived from there minutes before. On approach into St Lucia, the controllers put us into a holding pattern over the NDB (the navigation beacon at the airfield) as there was an American registered aircraft executing an instrument approach, the captain figured he probably wasn't familiar with the area and instead of calling the field in sight and executing a visual approach, like most do in fair conditions to save time and fuel he was going to do the full approach. While holding overhead the field, we had the airport in sight below a few scattered clouds. The aircraft ahead  didnt have the field in sight at the missed approach point and had to execute a missed approach, he climbed back up, tried it again, and finally made it in the second time.

The captain was the one flying so he figured he would do the instrument approach as well, even though we had the field right ahead below us. Sure enough on final, with the runway lights in sight we do the final set up, extending the landing flaps and the gear, then all of a sudden bam! Complete blackness... we hit a rain shower, and lost all visibility, we continue to the last point we can before we have to go around, but nothing.. Captain calls "go-around, set power", I call the  "positive climb" and he responds with "gear up, flaps 15" as he is making the turn just over where the runway would be, if we were able to see it. We climb back up and hold at the safe altitude above the terrain, waiting for it to clear up. We get back up and find that we can see the airport perfectly from up there. We decide to call a visual approach and orbit down staying off the coast and away from dangerous mountains that we cloud barely see from e blackness of the night. From the way we approached we could see that there was just one little line shower which was exactly in line with e final approach course of the instrument approach. Finally, the second time we make it in. Phew! As we taxi in, there is a wall of rain chasing us in. No light little sprinkle, some torrential downpour! The poor people probably had high hopes of returning to some fair weather after the Captain gave his briefing. I had to joke with him on the final sector about how it came to bite him in the ass!

Flying in and out isn't particularly challenging, but our aircrafts do not have the climb gradient to safely clear the hills at the end of the runway should we lose an engine right after takeoff when it is fully loaded. For safety precautions, at certain airports we have to do something called a 'performance turn' which is a climbing turn at 50 feet above the ground to a specific heading which would bring us into a safe heading and altitude should we lose an engine any time after the go-no go (rotation point). The performance turns are quite fun, and differ with airports depending in where the terrain is or not. I will try and get some videos at some of the different airports.

St Vincent is another funny airport we fly into. It's nestled into a bit of a valley on the south-eastern coast of the island. The runway is so short and the hills at the end of it are high enough and surround it in a way that after a certain point, you are committed to landing, regardless if a cow strolls across the runway or not (and it does happen! We ran over two wild dogs landing in Antigua on Monday). The terrain is just too great that a go around might be able to be executed, but in the unlikely event of an engine failure, it might not be able to out climb the hills. You land into the valley one way (into the tradewinds) and then takeoff out to the sea on the down sloping runway with the wind up your tail.

 The airport has a red flashing light on a rock about a quarter mile back from the runway threshold called 'Cane Garden' and that tells us when we are committed. There are a few other lights on top of the hills to show where the top of the terrain outlining where the highest points are. Any time any of these lights aren't visible or aren't working, you can't legally and safely takeoff or land, so any operations get put on hold pretty quickly if any can't be seen!

On the subject with lighting in St. Vincent, on a sector during the first week of line training we were holding above the NDB at the airport waiting for a few aircrafts to takeoff (to give us some space to park on their tiny ramp) when all the airport lights went off. Runway lights, red terrain light and all! There were a few good chirps from different pilots, provided some solid entertainment while we waited for the lights to be fixed. On our way to the hotel, we found out a centipede was crawling around and shorted the circuits.


Below is a picture of Georgetown, Guyana, with the sea-wall and the mighty Atlantic. The river that you can see is the Demerra river which is actually quite large. The land you see on the left is not actually the other side, ratherIt hosts on of the largest floating bridges in the world. The taxi driver was telling us that it's quite a process to actually open and close it to let boat traffic pass, that it actually takes a couple hours to open and close it. In the picture if you look carefully, you can see a little airstrip to the east of the city (Oglie, I believe it's called), they are expanding it, and putting in an instrument approach so we can start doing schedules service there, giving us an advantage as it is almost in town, as opposed to the current airport which is about an hour away. Our Dash 8s would be able to get in without a problem, but Redjet and Caribbean Airlines jets wouldn't have the required runway needed to land.

I haven't  done much exploring in Guyana yet, we get in quite late at night and leave at lunch the next day, and the airport is literally in the middle of nowhere. Here are some pictures of the Guyana countryside

 

I will start updating this on a more weekly basis with the islands I explore and the things which take place at 25,000ft. If there are any questions about flying, airports, airplanes or aviation in general, I surely will do a post about it, or find an answer to your question.

Signing off at an altitude which could be deemed sweater weather!

Observation Flights

V2-LEF (Dash 8-100)

Greetings from the Tropics!

My understanding is that the temperature is pushing about 38 or 39 C up in Canada right now: Today was a gorgeous 28 degrees with a strong breeze from the North-east, absolutely magnificent! I feel for all of you who had to sweat it out up there!


I thought I'd post a picture of my apartment building which I'm currently living in - a newish one bedroom apartment (only 6 or so months old) in the Northern part of the island. It's right next to a golf course, and about a five minute drive to the airport, grocery store and the beach, yes!

The piece of cement which you see in front with the steel re-enforcement sticking out is actually
an enclosed housing which holds the apartments washing machine

I've been plugging away at the training program set out by LIAT: We have spent several weeks in the classroom and the time is coming to finally transition from the class to the aircraft. There have been many hours spent reading and learning the operations manuals, doing other training like; dangerous goods, safety and emergency, SMS. All of which may not be as fun as flying the actual airplane, but are as equally important. This weeks schedule held a mix of observation flights and some classroom work. I spent Wednesday shadowing and observing a crew from the 'Jump-seat', from check-in to shut down of the last flight of the day: Giving me some good experience to observe, ask questions and learn what actually happens, when it happens and why it happens - before I have to go do it myself.

Yesterday's schedule was to Check-in, in Antigua at 10:30 in the morning to go direct to Barbados, then back to Antigua with a stop in St. Lucia, before going to St. Kitts and back. A good mix of long and short flights. Each days starts with meeting up with the Captain, First Officer and Flight Attendant in the Operations Control Center at the Headquarters, just down the road from the airport. This is the place where we get the weather and route briefings, aircraft assignment and find out any special notices which may affect us on our trips. We were assigned V2-LEF, one of the 3 of LIATS Dash 8 100's. (These hold 37 people, as opposed to the 15 other Dash 8 300's which hold 50).

Doing the walk-around with the First Officer on the first flight

The first officer and I went to the aircraft to set up the aircraft and do the First Flight of the Day Checks, as this would be first flight for the day for V2-LEF. I got to see how things were set up inside (radio's, nav equip., etc.) and did the walk around (or external check) on the aircraft, where he pointed out all the areas to check and pay special attention to. For the most part, the Captain usually does the internal systems checks and the First Officer does the walk around. Anyways, everything checked out, they boarded the flight slightly early so we started up and down the road we went! The flight time was 1:20 and a major portion of the time in cruise was spent asking 'why' and 'what' trying to pick everything I could out of their experiences.

On approach into Barbados we had an Air Conditioning Pack Hot Caution light illuminate, which I found to be really interesting to see actual problems (or annoyances) occurring and to see them dealing with it, as opposed to just reading about 'what to do' in the QRH (Quick Reference Handbook) which gets pulled out anytime something occurs in the aircraft. A step-by-step book to help solve problems. The Air Conditioning Pack is just the unit which is run off of engine bleed air to cool the cabin and one of the ducts to the cabin was indicating hot. The Captain suspected it was just a faulty sensor, (and was confirmed when we landed) but the QRH said to shut down the Pack for the rest of the flight, which just made for a warmer approach into Barbados. The Dash 8 100's only have 1 air conditioning machine, as the -300's have 2.

Following the West coast in Barbados to intercept Final Approach into Barbados

About the pass over Oistens on Final Approach

Upon landing in Barbados we were informed we were being switched off the St. Lucia- Antigua flight, and now supposed to do the flight direct to Antigua, as they had a full load for the 300 series. It was good as it gave us a little more time on the ground (although we arrived early) to have the Engineers in Barbados see if they could fix the Air Conditioning Pack.

After some poking around up there, they thought they had fixed the problem. A good thing too because it was 32 degrees outside, and we had a full flight! I could only imagine what it would be like to be sitting in that airplane with 41 sweaty people on board, with no air conditioning! We boarded the aircraft, and up the road we went. We reached Antigua without any other problems. The aircraft's are aging, however LIAT's maintenance and engineering department do an amazing job at keeping the aircraft's in top shape.

Our next legs were to St. Kitts and back, which if you are not familiar is a very short flight. It's about 65 miles to the Northwest, but in a Dash 8 you get there in no time at all. The flight time is 20 minutes from Takeoff to Landing, and you are doing all the same checks as you would on the longer flights, just in a much shorter period of time! It was non-stop work for the crew, between checklists, briefings, calculating the fuel burn and arrival time and talking to Air Traffic Control. The crew had quite the rhythm and it worked out very smoothly. I am told those are the most challenging routes for new First Officers, who are new to the area, new to the aircraft and new to the speed that the aircraft is traveling at. I could only imagine what the flight is like when they have the route from St. Kitts to Nevis - its literally a stone's throw across a channel: 6 minute flight from takeoff to touch down.

On final Approach into St. Kitts

Basseterre, St. Kitts

The traffic agents in St. Kitts were pretty efficient at getting the passengers off the aircraft and loading the Antigua bound passengers so we only spent a few minutes on the ground before heading back. Once again, another walk in the park for the well seasoned crew. We landed in Antigua 10 minutes early on a 20 minute flight - hows that for on-time performance!

Doing the walk-around in St. Kitts under an overcast layer
(which was appreciated after a hot day in the sun)

It was a great day, and a huge learning curve. On Monday, my sim partner and I will be taking turns doing Touch and Go's (Takeoff's and Landings) in the aircraft, which will be unbelievably exciting to get to handle the controls of the real aircraft for the first time. Tuesday I observe on a St. Martin turn-around and the end of the week will commence with Line Training, where we actually start acting as a First Officer on Scheduled service with a Training Captain!

Simulator Training

I've spent the last two weeks in the sweatbox ... err Simulator at Flight Safety in Toronto, learning how to fly the Dash 8 and all of LIAT's S.O.P.'s (Standard Operating Procedures). I was pretty glad it was finally summer in Canada, however after being down here for over a month, the 20 degree days, warranted a sweater pretty much all the time: Luckily it warmed up by the end of it!

The 'Sweatbox' as it's referred to by most pilots is actually a box on moving stilts (which happens to be very cool inside) that is an exact replica of the Dash 8 flight deck; switches, gauges, lights and all. It also makes movements to simulate the same sensations which you would get while in a real aircraft. There is also has a seat in the back for the instructor to monitor everything that goes on in the front, while being able to change the aircrafts position, weather and cause any and every failure or fire imaginable. Pretty ingenious if you ask me!

I went up with 5 other guys, 2 company instructors, my sim partner (who is from Anguilla), and another pair of new hires from St. Lucia. We spent 9, 4 hour sessions in the simulator - 8 being training and the final flight being the 'ride' (flight test). The simulator is a fantastic tool because we were able to be exposed to how the aircraft flies, and every different type of emergency possible, (whether an engine fire just after rotation on takeoff or a rapid decompression from 25,000 feet) without leaving having to leave the physical ground. Most of these emergencies couldn't be simulated in a real aircraft, unless it actually happened - and thats not the time I want to be learning how to do the procedures correctly and efficiently! Another great thing was that if you make a mistake, you could always just pause in mid-air, talk about it, then redo it - (as opposed to trying to do it in an aircraft, continuously moving at 230kts. Anyways, the name 'sweatbox' came about because of the fact that it's on the ground, instructors in the back can do pretty much whatever they want, compiling problems and causing new ones - keeping us on our toes, and really making us work (or sweat, for that matter!) My Instructor, Wade, liked to call himself just a DJ. He mixes the music (causes the problems) and we just have to dance along to it (and correct the situation)! After those two weeks, I sure got my fair share of engine failures under my belt... think 10-12 each night, especially at the time of night our sessions had been booked for (12am-4am and 4 - 8 am) - prime sleep time!

I'm back down in the sunny caribbean, where the July weather has proved to be playing fair so far, in terms of temperature! We've gone through a morning of Dangerous goods and a morning of Crew Resource Management - working on skills and techniques in the 2-crew environment. As far as I know (they haven't let us know much farther than the next day), the rest of the week will be spent on a Differences Course, which teaches the small differences between the Dash 8 300's and Dash 8 100's, which the company owns 17 and 2, respectively (as we will be flying both). I will also be looking for a car to drive and an apartment to live in! 6 weeks of living in a hotel is enough for me, I can't wait to start cooking my own meals again, instead of having to eat at restaurants. As for when I start to fly, I would imagine the in-aircraft training will start in about 3 weeks (yes, lots more ground school to cover before). I will keep this updated, especially when I get to be around airplanes again!

We've got a bit of a tropical depression heading this way by the weekend (as seen with the red and purple!) Horray for Hurricane Season!

Greetings from St John's, Antigua!

Well, its been another few weeks without any updates, however more good news! I'm officially one of LIAT's newest hires! West Indies, here I come!

The ground school lasted for 2 weeks 9 to 5 type classes, Monday to friday the instructor, a Kititian (from St. Kitts) actually preferred 9 to 3, which was definitely OK with all of us. He liked to start on time, but sure liked to have his afternoon to himself! I stayed at the airport hotel, a small hotel just off the airport grounds and within walking distance of the Headquarters and the airport itself. It was good in itself that there were no taxi fares to pay, however with the airport being slightly isolated from everything else, the only real place to eat was at the airport itself! The restaurant, the 'Big Banana' became a place of familiarity pretty quickly, eating there every morning and every night - this let me eat the entire menu pretty quickly, but also made it get old... just as fast! By the end of the three weeks, all the staff knew me by name and what I'd likely order.. Some even gave me their staff discount because I was there more often that most of the people that actually worked at the airport itself!

The course itself was very interesting, always exciting (to me) because I knew it was exactly what I want to do, and learning about the airplane I was going to be flying was just fun. Learning about how every system works, what it does and its importance in the overall picture. It gives some backing when you get the people who visit the flight deck and ask "So do you know what every switch and guages does?!" However, it was no means easy! After class, it was back to the room, nap then hit the books until the eyes can't stay open anymore, then repeat! Being at the top was pretty paramount, as out of 13 people they were choosing 8! Being in the instructors good books by making sure any question that he asked, could be answered. So knowing all the systems, and going over it again, and again and again (and then again once more) were pretty key.

My third week in Antigua, I came down with a bit of a tropical fever (Dengue, that is) and was bed ridden for the greater part of the week, apart from an interview and two exams. I am lucky to have such an amazing family, and one of my uncles was able to get me a doctor's appointment, which was re-assuring to know I wasn't going to die!

I was called upon even in Barbados even before reaching to let me know that I had been offered the job! It was a very exciting weekend, but I have had my head in the books ever since and returned back to Antigua on Monday. We've signed our contracts and have been told that 4 of us are going up to Toronto for Simulator starting this weekend (the other 4 go up in two weeks when we return). Today was spent back in the classroom going over all the normal and non-normal procedures, everything we must know, memorize and do - sure is pretty overwhelming at first, but will all have to be done before the end of the weekend! Anyways, cutting this one short for now to get my head back in the book!

From the Wild, Wild West to the Sunny South

It's been well over a month since I last updated the blog and I must apologize! My student base grew exponentially once the weather finally cleared up, and did over 120 hours of flying in the two months. Many long days at the club has produced very busy days, but an equal amount of very slow days, and I actually spent very little time away from the Flying Club. Scheduling was up to me for the most part, opening up my day to come in for only one flight, or to spend entire day at the airport with bookings. I had myself scheduled for 4-6 bookings 6 to 7 days each week, due to the finicky weather that was produced just east of the rocks.

More often than not, there would be quite a bit of convective build up (air and moisture rising, forming large cumulus clouds) which could (and do) build up into to thunderstorms in the afternoons. There can be many updraft/downdraft situations occurring in and around the thunderstorm cells, sometimes making the air very turbulent and counter-productive in flight training. In this picture, you can see there is a bit of a darker haze below the clouds (Virga) which is visible moisture rising up and developing the cumulus clouds above it. Nothing dangerous to fly into per se, however if you can see the moisture rising, chances are if you are flying through it, that you will rise also, and get bumped around a bit, so we try and avoid it as much as possible. Having so many bookings each day, ensures (not really) that even if there are cancellations, I'll still be able to eat at the end of the month! As a flight instructor, you are only paid for ground briefing time in the classroom, or the time the engine is running, so when the weather deteriorates, it can hurt! However, there are days like this, where you know you have the best job in the world.

My student and I practicing Instrument training. You can see he has on a pair of silly glasses, where he can only see from the bottom of the lenses. This allows him to see only the instrument panel, without any visual reference outside, simulating being in cloud. The picture below is on a long final approach with another one of my students practicing his landings. At first, I must admit it can become fairly scary when they start to land and it does take a few hours of Takeoffs and Landings to actually start to get it down. [Before that happens there can be many tense 'NOT LIKE THAT, LIKE THIS' landings.]

At the beginning of May, I received a phone call from the Human Resource department of LIAT, an airline based in Antigua, (West Indies) to interview for a First-Officer position in their airline. It was very short notice, but re-arranged my students to enable myself to get down there and do the interview; as it has been a dream of mine to fly for them, for many, many years. I was given a call (along with several other candidates) and asked if I would be interested in attending the second round of interviews which starts this upcoming monday. The interviews would consist of a 3 week technical ground school on the Dash-8 aircraft which they fly (they have 18) and then sit several aircraft systems exams. From that, they would then choose 8, out of the however many candidates they have selected to continue on to Simulator training, which would be held in Toronto at the end of June/beginning of July.

Now, there has been no job offer, and they are only taking a select number (8) out of however many they have invited to the ground school. It wasn't easy but upon returning Calgary, as I had to leave my position at the Calgary Flying Club to pursue a chance with this airline. I only had a few short days to get my things together and discuss it with my boss, who was fairly understanding in the matter that it is an amazing opportunity. Unfortunately, it would be way too much to ask, to have 3 weeks off at very short notice, with a chance of not actually returning: it sure wouldn't be fair for them, or any of my students. It will just give me even MORE of a drive to ensure I get one of those spots.

WEEK 3

Can't believe it has been 3 weeks here already. The flying is slowly starting to pick up: Starting at the end of next week, I have 3-4 bookings of students each day, and I know there will only be more to come, from there. For now, I have had my one steady student, who needs his private pilot's licence by the beginning of August and another who is just about ready for his flight test. Pictured left, is my full-time student doing the walk around and checking the quantity of fuel in the tanks.

Fortunately (and unfortunately) we have been getting Chinooks in the afternoons on more of a regular basis. Bringing in beautiful blue skies and warm temperatures, with a drawback of having some unbelievably gusty westerly winds (up to 80 km/hr) blowing right over and down the leeward side of the rocky mountains. It makes it pretty deceiving when it is a beautiful day outside but the winds are just too strong for the students. The wind rushing down the mountains hits the foot-hillls and can cause moderate to severe turbulence in the lower air levels. Now as an instructor, I am able to take the students up in different conditions (beyond renters and students limitations), as long as it is safe. However, with most of my students just beginning, trying to learn how to fly 'straight & level' in moderate turbulence can be counter-productive.

Beautiful mornings like this

Can end up like this! (West, facing the Mountains)

In the 3 weeks of flying due-East of the rocky mountains, I've learned that it can be very hard to

predict weather with those 10,000 rocks just upwind of where the weather originates (for the most part, weather moves West to East). The Rockies can drastically change weather patterns and weather forecasts. The actual weather can differ significantly from the 'theoretical' weather that is supposed to happen from the textbooks. However, learning the particular patterns will surely come with more experience flying in it.

The Calgary Flying Club's Fleet of C-172's

In final thoughts, I thought I'd post a picture of my slightly more efficient vehicle, since it was nicely washed in the picture. (It doesn't stay all that clean for too long with the random dumpings of snow and dusty roads both in and out of the city.

Week 2 in the West - My First Professional Flight

The Calgary Flying Club Hanger (and Clubhouse)
on a cloudy Monday Morning

We'll, I must admit, I haven't updated this as frequently as I would have liked to, however there really hasn't been all that much going on until yesterday (Monday 28).



My first week at the Calgary Flying Club has been very uneventful. I settled into Calgary just before the weekend, but that weekend and for the next 9 days, we had a low-pressure system sitting over the American west, which pushed up some very very moist air from the gulf, right along the Rockies, creating extremely low level clouds, freezing fog and freezing drizzle! Below are a few screen-shots of the aviation weather forecast for both Calgary International Airport and Springbank Airport - For those of you non-aviators, it is telling us that at the airport its Overcast with a 500 foot ceiling and light snow, calling for lots of freezing drizzle and freezing fog with Vertical Visibility of 100-200 feet in the short-term forecasts (FZDZ FZFG). This weather also put a fair amount of strain on the International airports with their flights Arriving and Departing with the weather at some of the airlines 'bare minimums.'

I went in for my first day to write some aircraft exams, ensuring I know all the different systems on the different aircrafts that the Calgary flying Club flies. Doing that administrative work was good for me - one of the few things I got paid for around here! Now the money is nothing to hee and haw about, but who said Instructing for that! We are only paid for the time we spend with students briefing on the ground, or instructing with the engine running. - Apart from that, its really just a bit of waiting, until the next student, or until someone shows up that says 'I want to fly!'

Tuesday (26th) I was introduced to the DA-20 Diamond Eclipse, a light and sleek training aircraft which is built in London, ON. I went up with another one of the instructors, when we saw a slight break in the clouds - just to get familiarized with it. I haven't got any pictures of flying it, or even of the aircraft itself, however that will be soon to come! Apart from that, most of the time was spent at home, going over my briefing and ground-school instruction notes; trying to be as prepared as I possibly can.


Throughout that week, I was introduced to two of my new students. Both are looking to join the Mount Royal University Aviation Program in the fall, and one of the requirements is a private pilot's licence. One has started with me full time and the other will be starting with me full-time once he finishes his university courses in April. It will surely be a great opportunity for more learning, both for my student AND myself.




With Pilot training, what we try and do, is as much teaching as possible on the ground, then go demonstrate that exercise and allow the student to practice it in the air. The more they grasp and understand the concept on the ground, the easier it becomes in the air (and the less expensive it becomes for their bank accounts at the end of the day). It is a lot easier to teach something on the ground, as opposed to the loud environment of the aircraft where there are many more things going on, all at once.

The Springbank airport - an Aerial shot from the circuit

This week has sure brought some better weather (and I hope it sticks around for a LONG, LONG while!) Yesterday, I was taken up by Tom, the Chief Flight Instructor when the week long fog finally started to dissipate. We flew south, to a small town called Bragg Creek: A place we take most of our Introductory flights, where we allow them to have control of the aircraft and get a sense of what flying is really all about. This flight allowed me to be 'checked out' to take Intro students up, allowing the dispatchers to put prospective students into my day, giving me the opportunity to fly more.


Today also marks a very monumental day - my first professional flight as a pilot, where I was paid to fly the aircraft, not paying to fly! Sure was a magnificent feeling! I took my first student go up for his first lesson 'Attitudes and Movements' - teaching him the very basics. It also happened to be his first flight in a small aircraft. It went great, he was very receptive to the coaching and sure got a lot out of it. Once we landed I asked him how he liked it - to quote him 'It was like driving a Ferrari.... but better!' I guess that means it was pretty good!

I have a few flights booked for tomorrow now, so I'm off to prepare! I will update with more pictures as more good weather comes our way!

View of the Foothills, which have been immersed in fog
and low level cloud for the last week and a half

All settled into the 'Heart of the New West'

no, there's no foliage just yet - I found this picture on the net

Well, I've just spent the first weekend settling into my new place in Calgary. I am renting a room from a long-time friend of the family, who lives in the Northwest part of the city. It's perfect, as I will be working about 15km west city at the Springbank Airport.

I have myself a new ride, which I definitely feel much better about driving. I know this one would be legal to drive on roads in every province and territory and that it would have no problems passing any sort of emissions test! I have much more confidence that it's going to start when I get up to go to work tomorrow morning, and that I will ACTUALLY make it to my destination, without having to take my battery inside so its strong enough to endure several cranks!

I've temporarily placed my camera in a location I do not remember, however, it will be high on the priority list to find it tonight to bring it along with my on my first day of work, which is tomorrow! From what I have been told about what to expect for the first few days is that we're going to over some company documents, and do a flight or two to the 'practice area' to get familiarized with the areas surrounding Calgary, and the procedures for training in it's airspace. Now, the weather is calling for snow all weekend and next week, but hasn't been right to date, so lets hope the snow and clouds hold off until my days off!

Surely will have another post up (with some pictures) tomorrow after the first day.

Next Stop: Calgary

Well, after a weeks trip down to southern Canada and a road trip later around Ontario, the Maritimes and Alberta I've come back with some good news: a job instructing, getting me in the air! I will be starting to instruct at the Calgary Flying Club in Calgary, AB in the later half of March which is very exciting! Don't worry for those interested... I will be continuing this blog as I progress and move / fly to different places.

As for the new job, I will be starting out by working in the mornings on the ramp and the afternoons Instructing until it becomes busy enough to support another full time instructor. It's the basic progression of most flight instructors to start out on the dispatch desk scheduling flights or on the ramp, fueling, de-icing and moving aircrafts. It will be good for some extra money to live while building my client base from the ground.

The Drive from Calgary, west to Springbank Airport

The Calgary Flying Club is located at the Springbank Airport, which is a very busy airport just on the outskirts of the Calgary area. The airport is known mainly as a training airport, supporting 5-6 different flying schools.

I am very excited (can you not tell) to move to Calgary and actually start flying, however I will miss living in the North and will hopefully get a crack at some flying up here, later on in my career. The cold days and winter past times, the true 'Canadian' locals, my co-workers and especially those who took me into their houses when I was scrambling for places to stay.

In the past month, there has been a few interesting trips which have come up in and around Smith which we've had to deal with. The day before going on my trip to the south, I had to prepare the Turbo-Otter for a trip far north for some Caribou hunting well North of the treeline. On top of putting the aircraft to bed with all of its heaters plugged in and covers on the airfoils we prepped different things like fuel drums full of Jet-A inside the cabin to ensure there was more than enough fuel to make it back safely, along with many other safety and emergency 'just-in-case' items. Whether it's pushing 30 or 40 below, the aircraft has to be ready to go when it's supposed to, regardless of how much time it takes to prep the aircraft outside in the cold.

As for this trip, and many similar trips which come up on a regular basis. The people up here charter the aircraft and spend the day, or days at a time going up to remote locations where the animals run free, getting these animals as a source of both food, and income. They use all of the animal's meat to feed their families or to sell, along with Hides, which can sell for quite a price, if cured properly.


Apart from the many hunting trips, we had some visitors come to town from other parts of NWT, including Yellowknife and Hay River for a skating competition. We a few of our Jetstream aircraft chartered to go pick them up to bring them into town, then back again at the end of the weekend. We also had one of First Air's ATR aircraft land, bringing in young kids and their parents into town. With Northwestern being the only operator at the airport, we were called in to unload and reload the aircraft when they came in and when they left at the end of the weekend. Things like this, keep things constantly changing and don't allow it to get boring for too long on the ramp.

Loading bags into the First Air ATR

The past week has brought some magnificent sightings of the Northern Lights, however my camera does not have the proper shutter speeds to take pictures of these glowing bands illuminating the North Sky. In the last week they have been brighter than usual, lighting up the entire sky - I just wish I had these when I first started and was riding the bike to and from work in the black night.

That's all for now, I will surely be continuing my blog as I move south - to Calgary!