!!!!! GONE FLYING !!!!!

If you need to contact me... email: [email protected]


"Pic of the day" sent in by Craig M from Ottawa. He watched flight tracker for days until he got the shot of all shots. It's beautiful.

Monday, March 30, 2009

Teaching "Met" at Seneca College

Today, I taught second year Seneca College students enlisted in the four year aviation degree program. The class was bigger than expected, over 40. It's nice to see many are optimistic about the future although many were asking questions for reassurance. The "topic du jour" was upper air charts, jet streams and significant meteorology charts. Most of them knew the topic very well so I leaned more toward "pilot talk."

The decision to enter this industry is getting more and more difficult because of the doom and gloom being painted out there. The industry- despite what the media claims- is forecast to develop by 5 percent for the next 20 years. At Air Canada we have 10 pilots on average flying their last flight each month for years to come. That is- if mandatory retirement at age 60 still holds.

My career has weathered two previous recesions so this third one is just another speed bump on one's career path. Again, the class was filled with very bright future pilots. Nice to see.

Tomorrow I take the one year diploma students at the Brampton Flight College for a tour of Air Canada flight dispatch. Yet another group of keen, young, energetic "pilots to be."
Daniel Asuncion said...
A question for your blog, Doug:World War II pilots (e.g. thosewho flew Flying Fortresses) learned by experience wnat theywere probably never taught inflight school... how to flyseverely damaged aircraft.I imagine that this involvesusing your skills in ways thatcompensate for damaged or evenmissing control surfaces etc.I'm wondering, were these hardearned skills incorporated intothe training for modern, commer-cial pilots? Or have these oldskills been lost to the ages?)P.S. On the Discoveryprogram, Mayday,I noticed that evenmodern, commercialpilots face suchextreme challenges(e.g. mid airexplosion due tofuel leak coupledwith transferringfuel from one wingtank to the other)
March 28, 2009 3:37 PM

From the Flight Deck said...
Daniel. Our flight simulators can simulate about 500 different scenarios. However, the public assumes we pilots train for the scenario which is one in a billion.A case in point was Jet Blue's emergency landng in 2005 at LAX.The nosewheel was cocked 90 degrees. Many media types at the time thought pilots trained for these scenarios. We do train in case the landing gear won't extend but not much beyond that as far as different configuartions.As far as flying and handling severely damaged airplanes, a pilot is all on his own.

Friday, March 27, 2009

Deice class

Taught a weather class to Brampton Flight Centre diploma students today.

Here's a cut and paste of an article I wrote for Weatherwsie magazine two years ago.

De-Iceman Cometh


At 4:01 p.m. on January 13, 1982, Air Florida
Flight 90 crashed into the ice-filled Potomac
River just 30 seconds after takeoff from
National Airport in Arlington, Virginia.
Seventy-eight individuals died in the
crash, including four people who were in
cars on the 14th Street Bridge spanning
the Potomac. Five passengers from the plane survived
the crash, due largely to the efforts of passersby and
emergency personnel who plucked people from the
frigid waters. The story of what happened on that
January day is one of tragic human error in the
face of extreme weather conditions; following the
crash, the National Transportation Safety Board
determined that the cause of the accident was icing
on the aircraft and the failure of the pilots to abort
the takeoff or use all of their anti-icing equipment.
In the years since the crash of Air Florida Flight
90, the industry’s approach to de-icing aircraft has
changed considerably. What once could have been
characterized as a "laissez-faire" system of plane
de-icing has morphed into a strictly regimented
program with new regulations that have eliminated
any room for doubt. No place better illustrates the
new era of plane de-icing than the Central Deicing
Facility (CDF) at Toronto’s Lester B. Pearson
International Airport. As one of the most northerly
countries in the world, Canada must take its plane
de-icing seriously, and the CDF’s massive complex
illustrates just how committed the country’s airline
icing industry is to safety.

Tragedies Prompt a Change in Regulations

Unfortunately, the first history of commercial air
travel is dotted with tragedies much like that of Air
Florida Flight 90. On Dec. 12, 1985, a large DC-8
aircraft loaded with American soldiers rolled off the
end of the airport runway in Gander, Newfoundland,
in freezing drizzle, killing 248 U.S. soldiers
and 8 crewmembers. For years the telltale scar it
gouged in the terrain acted as a vivid reminder of the
problems that ice on wings can cause. Meanwhile,
the crash of a commuter jet in Dryden, Ontario,
Canada, in 1989 further brought to light the perils
of airframe icing. The Fokker 28 aircraft crashed 15
seconds after takeoff, unable to achieve enough altitude
to clear the trees beyond the end of the runway
due to ice and snow on the wings. The crash resulted
in the deaths of 21 of the 65 passengers and 3 of the
4 crew members.

In the early years of commercial air travel, the
decision to de-ice a plane was made by the captain
or the airline. Throughout the industry, there was
a tendency to resist de-icing as much as possible
because of time constraints, low operating budgets,
and a general lack of knowledge about the perils of
ice on an aircraft. Use of technology was limited,
particularly for smaller cargo or charter companies
whose airplanes sometimes did not have amenities
such as heated windshields. In one case, a pilot was
equipped with a car windshield scraper to scrape the
ice off the plane’s windscreen from a side window
while on approach.

Meanwhile, although it was technically illegal for
an airplane to take off with ice-contaminated wings,
a gray area existed because the decision was generally
left to the captain’s discretion. For example, if a light
snow was falling, some pilots would elect not to deice,
thinking that the snow would blow off. In most
cases, it probably would, but as the history books can
attest, there are always exceptions. In the case of the
Air Florida flight that crashed into the Potomac,
the aircraft’s crew attempted to de-ice the aircraft
by intentionally positioning it near the exhaust of
the aircraft ahead in line, against the regulations in
their flight manual. This may have contributed to
the adherence of ice on the wing leading edges and
to the blocking of the engine’s probes.

In both the United States and Canada, it took a
horrific crash related to airframe icing to instigate
a change in de-icing regulations. In Canada, it was
the crash of the Fokker 28 commuter jet in 1989
that proved to be the impetus for changing deicing
regulations. In the United States, the crash
of USAir flight 405 from LaGuardia on March 22,
1992, instigated changes by the Federal Aviation
Administration (FAA). In the aftermath of the
crash, which resulted in 27 fatalities, the NTSB
found that although the plane had been de-iced
twice before leaving the gate, the time between the
second de-icing and take-off (35 minutes) exceeded
the "de-icing fluid safe holdover time" for that
particular type of fluid. The result was a buildup of
ice on the wings that resulted in aerodynamic stall
shortly after lift-off. According to the post-accident
report by issued by the NTSB, "the entire airline
industry had been lax in training crews to detect
hazards caused by ice and to compensate for such

These days, any second-guessing is removed from
the equation, and the old gray area no longer
exists. Both Canadian and American regulations
now prohibit take-off when ice, snow, and frost
is adhering to any critical surface of the aircraft,
including lifting and control surfaces, wings and
tail, and upper fuselage surfaces on aircraft with rearmounted
engines. The rule is known as the "clean
aircraft concept."

The main exception to the new regulations allows
a coating of frost up to one-eighth of an inch thick
on wing lower surfaces in areas cold-soaked by fuel,
between the forward and aft spars. De-icing also is
not mandatory if the captain expects dry snow lying
on top of a cold, dry, and otherwise clean wing to
blow off during take-off. For aircraft types where the
upper fuselage is a critical surface, a thin coating of
frost is permitted in the area provided the deposit is
thin enough that underlying surface features such
as paint lines, markings, or lettering can be distinguished.
Although pilots are in charge of deciding
whether de-icing is needed, the "lead" ramp atten-
dant can overrule a decision not to de-ice. Even
flight attendants and passengers can voice concerns
about the plane’s de-icing efforts, although the final
decision rests with the pilot.

Why a Clean Wing?

Many believe ice on the wings of an airplane is
dangerous solely because of the additional weight
on the aircraft. However, it is actually loss of lift
and the resulting drag on the body of the aircraft
that causes problems. Airplanes achieve lift when
air flows smoothly over the contoured surface of the
wing. If this streamlined flow is disrupted because of
ice buildup, decreased lift occurs. A wing can lose
30 percent of lift with just a small accumulation
of ice. The stall speed, or the speed at which the
wing ceases to be able to keep the aircraft aloft,
can decrease by 15 percent with drag potentially
increasing by 200 to 500 percent.

For example, a unique ice formation composed
of clear ice that builds up into a single or double
horn on critical surfaces can severely disrupt airflow
and increase drag 300 to 500 percent. Meanwhile,
ice, frost, and snow that accumulate to the thickness
of medium or coarse sandpaper on the leading
edge and upper surface of a wing can reduce wing
lift by as much as 30 percent and increase drag by
40 percent.

Toronto’s Central De-Icing Facility

In Canada and similar locales, icing conditions
can lurk nearly nine months of the year, so the deicing
checklist is always within reach because it’s
part of doing business. The old aviation adage, "If
you think safety is expensive, try having an accident,"
is a rule to live by.
The CDF at Toronto’s Airport is the largest deicing
facility in the world. Fully operational since
the 1999-2000 cold season, this 65-acre "drive
through airplane wash" consists of 6 huge bays
capable of handling hundreds of aircraft daily. It
has an official de-icing season of October 1-April
30. Many pilots jokingly refer to the CDF as the
"central delay facility," but the fact that most pilots
are paid by the minute takes the sting out of any
wait. In addition, the short time it takes to spray a
plane with de-icing fluid is insignificant compared
with the potential for disaster if a pilot did not take
the time to de-ice his or her aircraft.
Moreover, the CDF has actually reduced time
between de-icing and takeoff because it was built
closer to the runways and has increased overall
throughput and improved turnaround times.
On the way to the CDF, after passengers have
boarded the plane, pilots radio "pad control," which
assigns the aircraft to a de-icing bay. Because this
is a "live" or "engines running" operation, precise
terminology and electronic signboards are used to
eliminate any potential for accidents. Pilots then
contact the "Iceman" in the de-icing control center,
appropriately nicknamed the Icehouse.
Once the aircraft is in position to receive the deicing
spray, a machine called the Denmark Vestergaard
Elephant Beta springs into action. Smaller
planes might need only one Beta for de-icing, while
larger jumbo jets might need as many as four.
The CDF has 27 Beta machines, each of which
costs about one million Canadian dollars, or about
$876,000 U.S. The iceman tells the pilot the exact
time de-icing started, the type of fluid used, and
when the vehicles have retreated to their safety
zones. A safety zone is an area ensuring a safe distance
between the aircraft and de-icing vehicle.
The de-icing vehicles must be behind these lines
before an aircraft can exit the de-icing area.
While many airports still employ manually operated
"cherrry pickers" staffed by ground crew who
must brave the bitter winds and back spray, the CDF
machines are operated remotely by the Iceman from
a heated enclosed cab. They are armed with deicing
fluid, nozzles, whisker-like probes to prevent
aircraft contact, and a telescopic boom to reach
distant spots and critical flight surfaces.
The de-icing procedure involves spraying fluids
that remove or prevent ice build-up all over the
aircraft. Strictly speaking, de-icing refers to the
removal of existing ice, while anti-icing prevents
new ice from forming. Made up of combinations
of glycol and water, de-icing and anti-icing fluids
come in different varieties that each serve a specific
function. The difference between the types of fluid
is the "holdover time," or the time from when deicing
commences to the time the airplane must be
airborne, based on temperature, precipitation rate,
and type. For example, with Type I fluid at -3°C in
light snow, the holdover time is about 40 minutes.
For most operations, the de-icing Type I fluid is used
to remove the snow and ice, and Type IV is used to
prevent further adhering of ice.
As an airplane is being de-iced, all of the extraneous
fluid that falls off the aircraft is collected in
holding tanks to ensure compliance with environmental
regulations, as de-icing fluid can be a hazard
to nearby bodies of water. The tanks can hold up to
3,434,237 gallons of reclaimed fluid. Some of the
spent fluid is used to make car windshield wash and
engine coolant, but it cannot be re-used for airplane
de-icing because possible degradation of the fluid
means that its effectiveness cannot be guaranteed.
Air Canada prohibits the use of recycled fluid.
According to Joe Forbes, Senior Manager of Deicing
Operations at the Greater Toronto Airports
Authority, a typical Airbus A320 that holds about
150 passengers in light snow conditions requires 80
gallons of Type I fluid and 69 gallons of Type IV
fluid, with actual de-icing time taking just over 4
minutes. The throughput time at CDF for an Airbus
is an amazing 12 minutes.

At more than four dollars per gallon for Type
I and double that for Type IV fluid, de-icing an
airplane is an expensive proposition. During one
3-day ice storm in April 2003, the CDF used
396,258 gallons of de-icer in a single day, the highest
amount in the facility’s history. At one point
the CDF actually ran out of de-icing fluid and
scrambled to get more from Chicago, Denver, Forth
Worth, and Montreal, Forbes said. One truckload
of 4,497 gallons that was brought in from Chicago
was dispensed on a single jumbo aircraft. Because
de-icing fluid has a limited shelf life once it has
been sprayed on an aircraft, pilots consult onboard
charts and consider current temperatures and types
of precipitation to determine how long they have
before they must get airborne. If the take-off is
delayed for any reason, they may need to head back
for a re-spray.

In-Flight Ice Formation

Airframe ice does not occur only on the ground.
Although there exist some 30 variables when it
comes to the formation of ice on an aircraft in
flight, the two primary factors are visible moisture
(clouds) and freezing temperatures. Clouds contain
supercooled water droplets, which are composed of
water in a liquid state, even though temperatures
are below freezing. When a super-cooled droplet
strikes an aircraft, it freezes upon impact. To
prevent such freezing, airliners are outfitted with
heated leading edge wings that are warmed by the
hot air bled from engines. Heated windscreens,
instruments, and engine probes and intakes, as well
as continuous use of engine igniters, all aid in the
battle against ice accumulation.
In turboprop aircraft, electric heaters de-ice the
large rotating propellers. Turboprops also have a
rubber cover called a "boot" along the leading edge
of the wing. The boot can be expanded during the
flight to break off any ice that has attached itself to
the aircraft. In 1994, an American Eagle ATR-72
turboprop plane succumbed to airframe icing while
stuck in a holding pattern near Chicago. The plane
went down in an Indiana bean field, killing all 68
people aboard, after ice on its wings forced it to spin
violently out of control. The culprit was a design
flaw allowing ice to form aft of the boot.

In the United States alone there are an average of
50 aviation accidents each year involving airframe
icing. However, the number of such accidents has
decreased in recent years, in part because of the
stricter regulations and the construction of more
effective anti-icing facilities like the CDF. Most airframe
icing accidents now pertain to lower-tier general
aviation operations and private aircraft. In fact,
thunderstorms are responsible for more crashes and
deaths in the airline industry than icing; in 2004,
thunderstorms caused 14 crashes and 28 deaths,
compared with 12 crashes and 25 deaths for airframe
icing. As improvements continue to be made in
airlines’ de-icing systems and engineers continue to
find new ways to address airframe icing on aircraft,
perhaps one day the risk of aviation accidents caused
by ice will be eliminated altogether.

Just the facts about the CDF

Most aircraft de-iced/anti-iced in a day: 513
(February 3, 2000).
Most fluid dispensed in a season: Just over
7.5 million liters (1,981,290 U.S. gallons) in the
2002-2003 winter season.
Most aircraft de-iced/anti-iced in a year:
14,299 in the 2004-2005 season.
Most aircraft de-iced/anti-iced in one month:
4,200 in January 2004.

Thursday, March 26, 2009

Back from Cancun

As mentioned in my book, "one of the best things about being an airline pilot is that you can live where ever you want. One of the worst things about being an airline pilot is that you could live where ever you want."
That's because of airline passes. I can take a flight to Paris in the evening and be sipping wine on the Avenue des Champs-Élysées by noon the next day all because of passes. Sounds great? The only glitch is they are stand-by only.
So travelling on passes to Cancun, Mexico with a family of five during March break made it a work out. In fact, the first flight (B767-300) only had two seats left. Senior employees took those. We managed to get on the next flight five hours later. Returning home we went through Montreal because of available seats. It's a work out, but when you are basking in the sun with a cocktail in hand, one tends to forget the hassle factor.
That's why commuting was NOT my cup of tea. Most flights are flying full so for contingent passengers it ups the stress factor.
Now I'm back ready to answer questions about aviation.
Tanned Doug

Thursday, March 12, 2009

Sinning in the Sim

My two days of stress is over for another eight months. The first day starts off with 1.5 hour briefing followed by four solid hours of go, go, training. After that you are cooked, but you must listen to a 30 minute de-briefing of all the sins you committed. To put salt in the wound we Air Canada pilots do this for free since CCAA.
The captain goes first. My training was a take off on a contaminated runway in 1/4 inch of slush. Meaning the packs are off, flaps three and leaving the gear extended on take off to shed ice.
Translation - a bigger workload.
This is followed by a TCAS (Traffic Collision and Avoidance System) maneuver to prevent a head on collision. Our destination airport is closed so we return to Vancouver for a fully managed NDB approach to 08 right. We get down to 20 feet over the runway at idle thrust and we must do a low energy go-around. (The wheels touch). Of course on the missed approach we get an engine failure so we labour back to the airport to shoot a one engine ILS approach to 08L. We land.
Then it's a high speed reject in RVR 600 (That's three runway lights). We are put back to the button for a V1 engine cut at take off with RVR 1200 feet. We then get radar vectors for a single engine CAT 3 autoland. Another take off the F/O goes incapacitated. Next a PRM ILS 28L approach in San Fransisco. We get a traffic alert on final casuing a break out maneuver. We get vectors into mountainous terrain to GPWS CFIT recovery. Another GPWS CFIT exercise and then I go incapacitated. That ends my training. Now it's the F/O's turn.
Today we did a LOFT (Line Orientated Flight Training) and it went well.
The good news is, I get to keep my job for a little longer!

Tuesday, March 10, 2009

Emergency Exits

Hi Doug When I am flying I often wonder about the Emergency exit doors. Do they get locked automatically once the plane takes off or can someone release the door at anytime? Jerry

Hi Jerry. Sometimes when we push back, you'll hear "flight attendants, arm and cross check." This announcement is made by the in-charge flight attendant to tell the others to arm the doors. Arming the doors mean slides will deploy if the doors are opened.

No, all aircraft doors must be closed and secured manually.

The doors can not be released automatically in any phase of flight.

Airbus technical question

Hi Doug I have a question....I am currently enrolled in the Seneca part time aviation program and we are learning about flex thrust.....I know in the Airbus whenever you set your power for takeoff I notice the pilot not flying always says "flex,55(temp eg) SRS rwy, autothrust blue...I've alwayswondered why they say that...is it to comfirm that the speed reference system had initiated? Karl
Sounds like you are into Airbus in a big way! Actually, it's the PF (Pilot Flying) who states these parameters.In fact, yesterday while I was barrelling down the runway, I read out loud those very words."Man Flex, SRS, RWY (Runway) and autothrust."It's to confirm:
1. We indeed have flex thrust selected on the thrust levers instead of TOGA (Take off and Go Around) thrust.We do this to save wear and tear on the engines.
2. SRS (Speed Reference System) is active.
3. RWY (Runway) The system is picking up an ILS signal for that runway. Sometimes RWY is not there.
4. Autothrust means the autothrust system is armed. It does not become fully engaged until we set climb thrust about 1500 AGL.
All the best, and again, thanks for taking the time to submit your question.

Question on Turbulence

Hello Doug,I fly with Air Canada quite often and by now I understand that weatherpatterns have a lot to do with turbulence. My questions is, can turbulence bring the plane down??? Or brake it apart in the air. Silly question but Ialways wanted to know. Thanks. Iwona

Iwona. Thanks for the email.

There are six different types of turbulence and one man made (wing tip vortices from other aircraft).
My first enRoute article some 12 years ago addressed turbulence called, "Why the Bumps?" (see below)

An aircraft is built such that it can handle whatever mother nature throws at it. So, I have yet to hear about an airliner
breaking up in flight due to turbulence.

As far as bringing an airplane down, turbulence near the ground could effectively cause an accident. One type, LLWS (Low Level Wind Shear)
can be dangerous to low flying aircraft. Having said that, most airliners are equipped to tell the pilot windshear is present.
We pilots know what conditions are conducive to turbulence and we consult weather charts, weather reports and receive pilot reports from other aircraft on
a continual basis. We try to give the smoothest flight possible because after all, if it's bumpy, we don't get served either.

All the best, and again, thanks for taking the time to submit your question.

Why the Bumps?
The different types of turbulence
(May 1998)

Those bumps sometimes experienced when flying are not caused by air pockets, as is commonly believed. Actually, air pockets do not exist. Sudden movements are caused by disturbed conditions of the atmosphere due to irregular wind currents, or turbulence. There are six different types of turbulence and they can occur during each phase of flight. Fortunately, your flight crew is prepared to avoid all six, thus ensuring your comfort.

Mechanical turbulence occurs when aircraft encounters strong winds blowing over irregular terrain such as hills, trees or buildings. This type occurs near to the ground at less than 1300 metres (4,000 feet). To avoid mechanical turbulence after take off, the pilot will steepen the angle of the aircraft’s climb. When landing, he or she will decrease the aircraft’s speed.

The second kind is known as convective turbulence. During the day, the sun heats up the earth, which then heats the overlying air. The hotter the air, the bumpier the turbulence. Convection, the way that heated air travels upwards in the atmosphere, is at its maximum during the heat of a summer afternoon. Cloud formations are good indicators of the degree of convection at work, and of a pilot sees white, puffy, convective or cumulus clouds,, it is often a sign of turbulence. He or she can then easily avoid it.

When these billowy clouds become taller than they are wide, they are called towering cumulus, and signal the buildup of thunderstorms. Once these clouds are moderately or fully developed, they will show up on the aircraft’s radar-not the clouds themselves, but the rain showers inside. The larger and more intense the rain shower, the more obvious they appear on the radar. Pilots can then avoid them by navigating around the showers.

A third type of turbulence is low level wind shear (LLWS). This occurs as a result of updrafts under a thunderstorm or when winds funnel down a valley. Pilots are familiar with this hazard and avoid flying under a thunderstorm, particularly during take off or landing. Many aircraft now have wind-shear detecting equipment on board, and a number of airports are equipped to detect LLWS. Orographic turbulence occurs when a strong wind blows perpendicular to a mountain range, causing a phenomenon known as a “mountain wave” (orography is the field of knowledge concerned with mountains). By watching for the three types of clouds that may indicate its presence, a pilot can then avoid the bumpier air of a mountain range’s downwind side or climb above it.

A fifth type, called frontal turbulence, is brought on by a sudden change in wind direction due to a weather front. A quick look at the latest weather chart will tell a pilot where these fronts are, as well as the speed at which they are moving.

The last, and perhaps least understood kind of turbulence, is clear air turbulence (CAT). This forms when little to no weather systems are present, and is caused by jet streams- long, thin bands of fast-moving air sandwiched between the first two layers of the atmosphere, usually located at ten thousand metres (33,000 feet). Jet streams corkscrew around the globe like coiling, meandering snakes and occur when two air masses collide. The resulting winds can cause significant turbulence, but can be avoided without difficulty.

The members of your flight crew are always up-to-date on the latest weather reports and forecasts, and are expertly trained to avoid or minimize any discomfort. So sit back and relax; the next bump you experience will be your landing!

Flight Deck Visits

Are passengers still able to visit the flight deck on occasion or is it still restricted to staff and crew?

Hello and thank you for submitting your question.

Since 9/11 flight deck visitation is forbidden. It's unfortunate because I really enjoyed meeting the passengers. We are not even allowed to have our spouses or children up for a visit.

Having said that, we sometimes get a passenger saying hello when the flight deck door is opened during our pre-flight checks. But we pilots are very busy at this time so a quick "hello" is as far as we usually go.

Sometimes during the de-planning stage, a quick picture may be taken while you exit the airplane.

That's as far as it goes regarding flight deck visits. That is why I wrote the book,
From the Flight Deck:Plane Talk and Sky Science. Figuratively speaking, it opens the flight deck door again.

All the best, and again, thanks for taking the time to submit your question.

Sunday, March 8, 2009

enRoute March's questions

Q: Do airplanes have ABS like cars? Airplanes are equipped with an anti-lock braking system, but we just call it anti-skid. In fact, this system, which prevents wheels from locking up during braking, was first invented for airplanes. Even motorcycles now have ABS to keep tires from skidding on both dry and slippery surfaces. With aircraft, the anti-skid system is incorporated into the brake assembly on the main landing gear. The nose wheel has no brakes but manoeuvres the airplane on the ground.
Q: Do aircrew suffer from jetlag? People are often surprised to hear that aircrew are affected by jetlag, although we do get accustomed to it. It helps to stay hydrated with plenty of non-diuretic drinks, such as water and juice, and studies show that physical activity is an effective remedy. I always try to work out in the gym on layovers, but walking also does the trick. And I usually adjust my watch to local time when asked, “What time are we landing?”

enRoute February's questions

Q: What are your favourite airports to fly in and out of, and why?
I’ve flown into the world’s ten busiest airports. Vancouver has to be at the top of my list of Canadian airports for its stunning scenery. At night, Las Vegas takes the cake because of its brightly lit downtown district. But to see the Eiffel Tower or Windsor Castle from an airplane and to land on the man-made island in Osaka really make me appreciate my bird’s-eye view.

Q: Do airliners have keys, and if so, do pilots have spares?
Keys are not used to start airliners’ engines; only smaller airplanes, like a Cessna, require a key for start-up. With large passenger aircraft, we go through a procedure whereby the engines are started by switches and levers. Compressed air, supplied by the APU (auxiliary power unit), is used to start the engine turbines spinning. That hissing sound you hear during board­ing is the APU. You may also notice the ventilation system is momentarily turned off as the APU air starts the engines.

enRoute January's questions

Flight Deck
This Is Your Captain Speaking
Captain Doug Morris answers your questions about aviation.
During his 25-year career, pilot Doug Morris has been asked countless questions about aviation. Starting in February, some of these questions will be published along with his answers in enRoute magazine. For now, here are a few he’s heard a lot.
How do pilots land in fog?The ILS (instrument landing system) guides the airplane vertically and horizontally through thick fog by sending out electronic beams from the runway. Pilots follow these signals (depicted on a screen) but must still see the runway at 200 feet above ground, at which point they either land manually or execute a go-around. Some airports are equipped to guide us down to 100 feet, with two airports in Canada – Vancouver and Toronto – allowing us to autoland.
What are your favourite layovers?For Canadian layovers, St. John’s nears the top of my list for the friendliness of the locals and for Signal Hill, which I always make a point of climbing (despite the wind). My favourite international pick is London, which offers a gamut of things to see and do, from famous landmarks and museums to great eateries and pubs.
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