(YYC Kelly Paterson's photo). The signs with large letters denote the taxiway with most airports around the world adhering to ICAO signage. The black letter "J" (Juliet) denotes which taxiway the pilot is presently on with arrows showing nearby taxiways. Taxiway "C" (Charlie) will be coming up both on the left and right. Believe me, a pilot has a higher chance of getting lost on the ground than in the air.
I'm presently in Halifax, N.S (YHZ) sitting in a hotel room where there is a beautiful sunny day transpiring outside. Why? Well Captain Doug the procrastinator has simulator training Monday morning and now it's time to crack open the books. Actually many of our manuals are on line or on a CD.
I thought I'd take a break by posting. Here's a question I received on taxiing:
When in Frankfurt it feels like we are taxiing faster around the airport than we do in North America. Do different airports or different countries have different speed limits for taxiing?
To my knowledge... airports do not have any taxi speed limits. I've been to Frankfurt many times and the airport is no different. Having said that, they use a TBL (Tow Bar Less) tractor which lifts the nosewheel for pushing back aircraft. Because of it, I've never been pushed back so fast in my life.
Each company has their own SOPs (Standard Operating procedures) as far as taxi speeds. At Air Canada it is 30 knots in a straight line and 10 knots for sharp turns. For high speed turn offs, it's the airport authority which dictates this speed. For Toronto it's about 40 knots.
Each company has their own SOPs (Standard Operating procedures) as far as taxi speeds. At Air Canada it is 30 knots in a straight line and 10 knots for sharp turns. For high speed turn offs, it's the airport authority which dictates this speed. For Toronto it's about 40 knots.
For me, I know when I take a turn a little too fast because I hear the toilet seat lid in the J class washroom fall shut. Many old aviation books claimed a "brisk walk speed" to be ample while taxiing. I don't think I would want to try that in most airports around the world.
Oh well, it's back to studying. The first day of simulator will include:
Rejected take off
Cross wind/Low visibility take off
Engine failure at V1
Engine re-light in flight
Precision approach Category III (Autoland)
Go Around (Low energy)
Go Around engine fault
Precision approach (CAT III single engine)
Landing (Autoland)
Max crosswind take off and landing
Display unit failure
GPWS (Ground Proximity Warning System) CFIT (Controlled Flight Into Terrain) recovery
Steep Turns
Stalls
Upset Recovery
Localizer back Course approach
...and that's just my half!!!!
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13 comments:
Precession approach? Spell checker catching you?
Study study study!
Good luck on Monday.
Giulia :)
Good eye Keith. I fixed it up. Doug
Thanks Giulia.
Just readying for a 5.5 hour flight from Halifax to Calgary. Then It's back to Toronto. Tomorrow morning the fun begins. (Not)
Have fun in the sim! Oh yeah, like it's actually fun... Well, ok then, study hard and good luck! I'm sure you'll do fine, Doug!
Tim
A piece of cake for the ace of the base?
Good luck Doug,
You're simply the best ;)
Nadia
Hi Nadia. Finished day one. Now and again during training today I remembered what you said. The simulator has a lot to do with confidence. Air Canada wants the pilots, especially the captain, to exude strong decesion making.
Thanks for the vote of confidence!
Tim. You're right, I can think of other things or places to have fun. Doing recurrent simulator training is like getting your molars pulled.
Day two...here we come!
Christopher. I like it, "a piece of cake for the ace of the base."
Just wondering, how long are the sim sessions typically?
Jason. They are four hours with 1.5 hour pre-briefing and about 30 minutes debriefing.
The first day typically takes the full four hours as they try to jam everything in. We went about five minutes over.
Today, if all goes well, we might even get out early.
Good luck!
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