
Moon

"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.

Thursday, December 30, 2010
Sublimation
Wednesday, December 29, 2010
Doug1, Doug2 and Kuwait City?

Tuesday, December 28, 2010
My Fill of Phillie (Philadelphia)


Monday, December 27, 2010
On the road again....



Saturday, December 25, 2010
My Christmas list
Friday, December 24, 2010
To my youngest fan and up....Merry Christmas!!!

Just wanted to let you know my son .... has recently discovered your book lying on my desk, and it's become one of his favorites (the pictures anyway- he can't really read much else yet!). He also loves seeing the photos and hearing about the stories on your blog- he's very enthusiastic about anything aviation-related- sometimes to the point of driving my wife nuts, pining for a girl:). He now often talks of "Captain Doug" to most anyone he meets, including the cashiers at Target or the grocery store. He even asked an old woman sitting at the chiropractor's office the other day if she knew Captain Doug, and proceeded to tell her of how he flies cool Air Canada planes lol! At three years old he's probably your youngest fan or blog follower:). He's also been asking to fly "Captain Doug's 320" in Microsoft Flight Simulator. You can count on another viewer as soon as your TV segments get produced and aired....
This morning I came down to find him reading your book (with his imaginary text) to one of his model places- this time an AC 777-300 I picked up on board. He now refers to it as "Captain Doug's plane"- maybe it is an omen that you will soon be upgraded to a 777 and skip the 767 altogether:):). I snapped a few quick shots and thought I'd shoot them your way- he was happy when I told him we'd send them to you.
Doing Deicing Dec 24th...


Wednesday, December 22, 2010
Up for a Spin in the Sim
Tuesday, December 21, 2010
Tail Spotters Rejoice! Hundreds of Erik's photos

Monday, December 20, 2010
More Frankfurt photos- Erik is on a roll!





Sunday, December 19, 2010
Frigid Frankfurt - an omega block?




Saturday, December 18, 2010
The Walk Around


Oh – and I suppose part of this is the “walk around”. Is that still useful or is everything automated? Ever find anything amazing on a walk-around? Does it just keep everyone on their toes?
I suppose that might be a second question. Anyway, whatever you write about will be interesting.
Thanks again.
Q: What do pilots look for in their visual inspection?
A visual or “walk-around” inspection must be done before every flight. Nearly 120 items are checked, from tires and navigation lights to access doors and engine intakes. Since many service vehicles approach aircraft, we also scan for dents and bumps, and during winter, we scrutinize the exterior for snow and ice. You’ll see pilots wearing a bright fluorescent vest during this safety check. This check is usually completed by mechanics on the wide-body fleet.
The walk around.....
All pilots must do walk arounds at some point in their career. I've done thousands. As mentioned before, it's the F/O's duty on the narrow body fleet but WE nice captains offer our share. But if it's raining "cats and dogs," blowing a gale or well below freezing I may make an excuse I forgot my overcoat at home. :) :) :)
Some may have heard the pre flight procedure colloquially described...."kick the tires and light the fires." :)
All aircraft manufacturers stipulate what to look for found in the aircraft operating manual and I've yet to find one that states it should be done counterclockwise instead of the same ole clockwise rotation. Sometimes I think about the movie Dead Poets Society which enforces one to think outside of the box. (I think we mentioned this a while ago on this blog). But for the lawyers, I do it by the book.
The above question sent in by a follower asked if I discovered anything "amazing." Yes, I have found hydraulic and fuel leaks and one flat tire BUT that was with a different airline.The worst I've found (and it was recent) was a nose wheel taxi light not in its socket. (Well I did see how a "tug" visited our nose wheel door and coasted into a commissary truck while we were readying for a Toronto to London flight years ago....but that's as far as I will go with that one).
One must remember there are many vehicles which approach an airplane on the ramp. It's a reason why we now must wear a florescent vest.
Some of them are:
Tug or tractor
Baggage bin loader
Conveyor belt loader for bulk cargo and bags
Baggage carts
Tractor to tow the "train" of baggage carts
Fuel truck
Lavatory truck
Potable water truck
Maintenance
Van to carry the aircraft groomers
De-ice vehicles
Brinks truck (money truck for valuables NO not because it's payday for the pilots) lol
and there's the elevating commissary trucks.
Sometimes vehicles get a little too close and cause a bump. These bumps are inspected by maintenance and are placarded with BINGO stickers (bump inspected and now a go).
Of course, during the winter time we must also look for snow and ice adhering to the aircraft.
AND speaking of commissary trucks.....a few days ago (it was in the newspaper today) an Airbus 380 here in Toronto had a specially designed commissary truck malfunction and it settled on the leading edge of the wing. Rumor has it, Toronto will be the mammoth airplane's home until February awaiting parts. OUCH!!!!!!
Thursday, December 16, 2010
Getting ready. Pre-flighting
My question: what are you doing in the cockpit prior to takeoff? Pilots seem to be there 30-40 min (right?) before the flight. What all are you doing? (And please don’t just say “getting ready” haha). Is the airplane cold and dark when you get in? Are you really loading up the FMC or is that done automatically, etc., etc.
Thanks again, really enjoy your writing.
Yes, we show up to the flight deck about 30 to 40 minutes prior to push back. (Check-in is 1:15 prior to launch). Nine out of ten times it's the first time I will meet the F/O. With nearly 400 A320 captains and 400 F/Os based in Toronto it may be the last time you see or fly with this person. (No, no, not because they will bid around me (lol) but that's what usually transpires with a large company. But some senior Captains and senior F/Os fly a lot together because of the preferred flights. But for me - the middle of the road- I tend to see new faces).
I usually ask the F/O which leg they prefer while walking to the gate. Most F/Os gladly take the first leg and they also like me offering to do the walk around.(It's a first officer duty) I always thought both were good gestures to start the pairing when I was F/O. (For the wide body fleet, the walk around is done by maintenance).
We settle in our seats stowing our flight bags to the side. The Airbus flight deck is roomy. The ADIRS switches (inertial reference system) are turned on prior to me sitting and I grab the logbook and check for "open" snags, when the last inspections have been done (a minimum of a two day inspection must be completed) plus whether this will be a "first flight" of the day.
The "first flight of the day" requires a few more checks.
The F/O initializes the Datalink, we both agree to the Lat/long for ADIRS "alignment" and we get a digital ATIS ( I asked the last new hire class whether they have seen Datalink - not one. I told them they are going to love it - no more listening to the ATIS and the clearances will be sent to the flight deck).
The PF (person flying) begins the ramp check with the other watching. For Airbus, "black is beautiful" is the rule of thumb for switch locations. Black means the lights are out, the switches are on.
Somewhere along the way, the in-charge must be briefed (Transport canada regulation mandates this be performed by the captain), plus a garbage bag is recruited or we ain't going. :) Usually drinks are offered and our quota of bottled water is offered. Crew snacks may also be part of the "dining" experience depending on what time of day it is.
The ramp check is completed with an instrument cross check initiated by the captain.
Then the PDC (Pre departure Clearance), arriving about 30 minutes prior to sked departure, is read to the F/O by the captain.
The F/O reads back the PDC number to "clearance delivery." This is not usually done in the States. The American ATC, however, makes us guess what the take off runway is. In Canada, its spelt (spelled) out.
Then the PF briefs the departure, and sets the heading and initial altitude in the FCU loctaed along the glare shield.
Finally, the flight plan data is inputted into the flight management computers. Each "page" is inputted in the exact same order.
The PF then gives a "take off" briefing. We must also review certain emergency procedures prior to each pairing called, "I wills and you wills." Sort of like wedding vows. Initiated by the captain, we brief a rejected take off, engine failure or fire after V1 and emergency descents.
"In the event of an abnormality prior to V1 I will call "continue" or "reject." If the decision is to reject, I will.....blah, blah, blah."
By this time, things are starting to happen. The "lead" is checking in from down below getting a "communication check." Plus they usually want to pull the external power so the APU (Auxiliary Power Unit) should be up and running. If not, things get dark really fast. :)
We note the cargo doors closing up and the in-charge is at the door asking whether they can close the cabin door. The passenger count is given and we will compare our "final" figures" with theirs. For the Airbus the tolerance is 3:6. The count must be within 3 passengers for each cabin zone and the total must be within 6.
Once the flight deck door is closed ( we are locked in our cubby hole), the jetway has moved away from the plane and our final load figures is received from the datalink, and reviewed, we get a push back clearance. BUT not before a "before start" checklist is complete.
The F/O reads it and the captain responds.
ADIRS....."NAV"
APU Bleed...."ON"
Ext-pwr/Fuel/NWS..."light out, checked, disconnected"
Cabin..."secure"
Windows/DOORS..."Closed"
Y-Pump/X-bleed..."OFF" and "auto"
Beacon & signs.. "On, on, auto"
Thrust levers..."Idle"
The F/O then says"Before Start Checklist Complete" (Every checklist must be acknowledged as complete).
Pushback is requested...we are on our way!
Sunday, December 12, 2010
Pilot Perseverance: His first job!

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Tuesday, December 7, 2010
Air Canada training facility
Sunday, December 5, 2010
Book Review - JET AGE

Jet Age
It took war to create the jet engine. It took rivalry to develop the B707 against the British made de Havilland Comet.
Sam Howe Verhovek's well researched book, Jet Age, depicts the pinnacle events of the “jet age”…starting from its infancy…to when a passenger is whisked at 500 mph in total comfort. He does this by not simply regurgitating dates, events and developments, but by conveying a personal side to things.
His take on this magnificent era resists chronological order as he renders aviation events with a unique slant. The book moves back and forth in time and to and fro geographic settings. All of which entices the reader. For me, his book rekindled an interest in aviation history.
We, the flying public (pilots included), sometimes need reminding of just how majestic a modern airliner is. And Verhovek's book reminds us how competition, innovation, failure, conflict but perseverance paid off to shrink our world....
Rivalry
The book starts off with the rivalry with the British and the Americans as to who will rule the airways. How else to get the competitive juices flowing? The British came out strong with the Comet…”It appeared almost impossibly sleek, its four “Ghost” engines tucked into the wings.”
He then whisks the reader across the Atlantic to the extreme American northwest city of Seattle, Washington to read about Boeing’s infancy. The B707 emerged at the helm of test pilot Tex Johnston and Verhovek keeps you entertained of Tex and his antics. Especially flying the B707 completely inverted during the official launch the B707 program.
One also can’t overlook two great innovators who both lay claim to the invention of the jet engine – Frank Whittle of England and Hans von Oahin of Germany during WWII. Talk about rivalry!
Neat facts
The author brings to light lots of neat hidden facts. For instance, the Wright brothers’ first full account of their aerial feat came by a reporter in a beekeepers journal called Gleanings in Bee Culture.
You’ll also learn about Geoffrey de Havilland, an aviation titan and brains behind the Comet, and his obsessions in aviation. Today the name de Havilland is still synonymous to aviation.
Boeing
Because the author resides in Seattle, Washington, the book dwells heavily on Boeing. Why not? They rule(d)!
For me as an airline pilot nearing ten thousand hours on an Airbus it didn’t hurt one bit. :) Boeing makes great aircraft and my next endorsement will be a Boeing product. Though the word “Airbus” didn’t make it in his book, I still loved the read. And you will too!
The airliner
The airliner…what an invention! Sure the Internet, and telecommunications broke down political walls, but the airliner shattered borders, shrunk our world and opened new horizons.
In the time it takes the world to spin half a rotation, one can be on the other side of the planet, enshrouded by a foreign language, culture, philosophy and way of life.
Sam Howe Verhovek nails this shrinking phenomenon by describing the aviation feat…”for the first time, in however rudimentary and precarious and brief a fashion, man could direct the course of his flight. It had taken the human race thousands of years to get to this step; in less than half a century, people would be able to step aboard a jet airliner and move at the unthinkable speed of 500 miles per hour.”
Book Purchase
So go to your local bookstore or go on line and order up this great read on the emergence of the jet age. Anyone who has flown on an airplane, either as a passenger or flight crew, will be entertained of Verhovek’s detective like tales.
Here’s the book’s website and where you can buy it:
http://www.jetagebook.com/
Thursday, December 2, 2010
Why fly-bys in an airliner is not good for job security....
December's enRoute


Q: What are those small “sticks” on the wings?
David Tobin
Ottawa
Those sticks are “static wicks,” which disperse static electricity. Very dry air and flying near thunderstorms can create a buildup of electricity. You’ll see the wicks on the trailing edges of the wings, wingtips and tail, and they can be numerous: There are 13, for example, on just one wing of the Airbus that I fly! These metal sticks provide a conductive path from the aircraft back to the atmosphere. For fuelling, a grounding wire is connected to the airplane to rid it of static buildup.
Q: Why is landing gear retracted immediately after takeoff, but deployed well in advance of landing?
Amit Pushkarna
Toronto
The landing gear is tucked up into the belly immediately after liftoff because of its immense drag. For landing, we configure the aircraft to slow down by lowering the flaps and landing gear in sequential order, starting 10 to 15 miles from the runway, depending on aircraft type. There’s a lot going on in the landing phase, so procedure dictates that the gear must be fully extended three to eight miles back.
Q: What happens to an aircraft when it overnights at an airport?
Julian Wang
Lee’s Summit, Missouri
Many aircraft remain at the gate and are readied for the morning, while others are moved “off gate” to sit out the night. During winter, external heaters are maintained to keep everything toasty, mainly to protect the water system from freezing. Some aircraft have scheduled checks, and, frequently, we are met by a maintenance crew as the last passenger exits. Checks are done either at the gate or, for more extensive checks, in the hangar.