From the Flight Deck

It started with "crew sked" calling to give me a "heads up" the flight was delayed an hour. Too late I was already enroute to the airport. Our flight plan indicated the #1 engine IDG (Integrated Drive Generator) was off line. I.E the #1 generator was U/S so the APU had to be on the entire flight plus we were restricted to 33,500 feet. Not a good thing when there were numerous reports of scattered thunderstorms and rough rides. Lucky most of the rough air was 35,000 feet and above.

The airplane arrived with hot brakes with a short turn around (we are told to use the brakes instead of max reverse if possible). We taxi out, but YYZ "ground" gave us a runway change -opposite ends. Lots of summer construction had many taxiways shut down so there was a lot of weaving and bopping to get to the runway. Sure enough at take off we get "brakes hot" when the gear tucks into the tummy. I convinced the F/O I've seen this before so we didn't extend the gear to cool the brakes. They were only 5-10 C too warm.

Had to duck around thunderstorms around Sault Ste. Marie, Winnipeg and Calgary. This photo shows our two main instruments. (Sorry for the poor quality. I wanted to take more but the camera batteries died - should've known). The one on the right, ND (Navigation Display) is where weather radar returns are depicted. You can see the red blisters indicative of a Cb, thunderstorm. One can also see our track was between two large cells and we were upwind of the big one (wind read out top left corner: 180 degrees at 22 knots). The F/O (his leg) did an excellent job deviating and navigating while I did the communicating.

The worst part about the trip. The "J" class passengers ate all the cookies and ice cream. It was off to the Elephant and Castle for a de-breifing after this atrocity.

I'm out the door again for a Vancouver layover. Lets hope we don't run out of cookies.

These are mechanical checklists found on Air Canada's Airbus fleet. They sit on the dash and consist of louvre doors that the first officer closes when an item is actioned. They're used for: the "before start", "after start" and "before take off" checklists. The other checklists are read from a plasticized sheet.


Question: I've read that, sometimes, experienced test pilots can sense that there is a problem with the plane - shortly after settling into the cockpit. Do airline pilots also develop this sixth sense? Perhaps confirmed while running through checklists?

Sometimes when we enter the flight deck, we notice a switch not in the correct position. Immediately we think maintenance has been in and we check for other irregularities. But this is rare. That's why we run through a series of checklists every time. That way nothing is missed. (Turns out the medical field is pursuing how pilots conduct business through CRM, checklists and standard operating procedures).

As far as senses I know for instance we pilots use more than sight during take off.
We are not only looking at the engine instruments, etc but we go by feel. Does the take off feel right? A blown tire comes to mind. We go by smell. Any irregular odours? We go by sound. Irregular sound gets our attention. It's like we become part of the airplane.

One thing I've noticed over the last few years, and having amassed thousands of take offs is, if I have a smooth take off (no weaving due to crosswinds, nice smooth rotation, with the flight directors nailed) then I will most likely have a good landing. We learn through initial training a "good approach makes for a good landing." I'd like to take that one step further by saying a "good take off makes for a good landing." But why? I think it's because we are on our game that day, maybe good flight deck 'karma' amongst the other pilot, maybe the aircraft rigging is right on (not all airplanes are created equal), or maybe the seat is adjusted just the way we like it. I like the electric seats on the 319 and 321. Unfortunately, things were skimped a little on the 320 seats (manual only).

This is just my observation. Not only does an inner smile come when we are taking off, but if the take off is a smoothie then my landing should be one as well. How's that for a 'sixth' sense?

There are many sayings in the aviation world. The one similar to "the cheque's in the mail" but with a more humorous overtone is, "I'm from Transport Canada (or FAA) and I'm here to help."

I'm presently on a four day pairing and today consisted of one easy leg from YOW to YYC. The weather is beautiful at both airports and the ride is forecast to be smooth.

Who greets us at the airplane on a Sunday morning, but Transport Canada stating they will be riding the jump seat on our four hour flight to YYC.

The flight went well. Just had to dodge some convective build ups on the approach into YYC. There's major construction at the YYC airport so the ILSs were down. I had to fly a "fully managed NDB" approach onto runway 28. We airline types are spoiled with the fact most approaches are ILSs so to do a non precession approach is almost a "pan, pan, pan."

The approach went well along with the landing and Transport had nothing to comment on.
Actually, he turned out to be a great guy, but it goes to show our job is always on the line. Be it in the simulator, medicals, route checks from company pilots or Transport Canada during the wee hours on a Sunday morning.

(Latest cover- June)

Now is the time to get your name up in lights!

enRoute is recruiting your aviation questions. Just by clicking on this link:

http://www.enroutemag.com/en/articles/this-is-your-captain-speaking-6

You will be prompted for your name/age/email/city and of course your great question which may be selected for future publication in my column.

I know many of you out there are bursting with questions - so send them to the attached link.

For those questions that don't make the cut, I'll still answer them once they get back to me.

Thanks in advance.

Captain Doug

Picture compliments of ERIK from Germany.
He works for Air Canada cargo (FRA) and is an
avid "tail spotter."


Why do we to bring our seats to the vertical position at takeoff and landing?


Transport Canada, along with other aviation authorities, has deemed it safer during an incident. The impact against the seat would be lessened because the seat's back acts as a restraining force. As well, with the seats in the upright position, it allows for a quicker and safer evacuation.


For the longest time we would not allow a hearing device connected to the entertainment system. The wires would be a hindrance, plus people listening to their own listening device might not hear important safety announcements. The rules have been relaxed whereby small insert headphones (ones supplied for a fee) are allowed. The big bulkier headsets still have to be removed during take off and landing.

Effective April 1, 2009, Air Canada will allow passengers to wear ear bud type earphones during all phases of flight, provided they are plugged into the In-Flight Entertainment (IFE) system. Destructive testing performed by Engineering on a variety of ear buds demonstrated that they all have easy break away feature from the receptor should one get entangled. The cords are not overly long and are thin which would not normally cause a tripping hazard. Additionally, passengers can still hear any PA announcements since the IFE is muted.

• Only ear bud type earphones are permitted for use during taxi, take-off and
landing. Other types, specifically those that have a band over the head including noise cancelling headsets), may impede an evacuation by getting entangled causing people to trip over them.

A fellow aviator had this link on his website:
http://www.airbus.com/store/mm_repository/cockpit_airbusA380/flash/cockpit1.htm


At Air Canada we have the "small bus" and the "big bus." Unfortunately, we don't have the humongous bus. Everyone is waiting for our new "baby" to arrive in 2012, the B787.


I see the A380 has three jumpseats instead of the usual two on the big bus, HUD (captain only) and EFB (electronic flight bags). A lot of the hardware I recognize as it is standard Airbus stuff but I noticed the pull out tray table may have a computer key board. Nice.


Boeing pilots joke that we Airbus pilots have nothing between our legs, but I'll take the new toys any day.


Enjoy the virtual tour.

Picture compliments of YYC "Station Attendant" Kelly Paterson

During push back from YVR enroute to YEG I get a call from the in-charge stating a passenger left their jacket in the lounge with all his keys and wallet - could we do anything? I already started number 2 (right engine). We radioed operations and I talked to the lead in the tug. These Vancouver "rampies" lept into action. They had a conveyor belt loader up to my window with two minutes. Meanwhile another "rampie" ran -yes ran- to the lounge. I opened up my window and got the jacket. Now there's customer satisfaction! We even arrived in YEG two minutes early. No one ever hears about the great things we do here at Air Canada. We are as popular to rag on as Canada Post was years ago or the weatherman. My hat goes off to those involved in YVR!

Captain Doug

Sunset in YYZ after some "thunderbumpers" went
through. A "red alert" was on for 10 minutes.
)

Just finished four days on the road with most of it flying out west.
Pilots would deem this a "productive pairing" because it equated to 27 hours of block time in four days. Plus, I made about 1.5 hours in "block growth." Funny, I would get 31 hours in three days flying to Hong Kong and back. Our first leg out to YVR (Vancouver) took us over the northern states the entire route. I even got to see the state of Washington and having Mount Baker on our right while entering Vancouver's airspace.


Get your "airport identifier" website for these:
Four day pairing:
YYZ-YVR-YYC (Day 1)- YYC-YVR-YYZ-YOW (Day 2)- YOW-YVR-YEG (Day 3)-YEG-YVR-YYC-YYZ (Day 4)