Blade 120 SR Advanced Swashplate

Happy new year everyone! After another break from flying RC, due to a wire short in my tail motor, I have finally gotten my heli back in the air. I flew it outside today (there's no snow in my backyard, so I'm taking advantage of the warm temperatures) in a fair bit of wind and was noticing that I didn't have as much control authority as I wanted.

So, after I got inside, I set my swashplate to the advanced setting (you can find out how to do this in your manual, or on various YouTube videos) and took my heli back outside. There was still a fair bit of wind, but the 120 SR was handling it superbly. I worked on flying it at a greater height, of about 20-30 feet, which was going well until a bit of wind shear that I over-corrected for caused me to crash into the ground.

I ended up breaking off part of the tail rotor, but fortunately, I had an extra one in my box. At this point, the wind picked up a bit more so I decided to fly it inside. The controls were very sensitive and jumpy with the advanced swashplate, so I decided to turn on the lower-rate control mode. This made it a lot smoother, and I am now practicing flying with a side-in and nose-in orientation. From here on in, I will be using the high-rate control mode outdoors and the low-rate control mode inside.

If you have any questions or advice for flying side-in or nose-in, please leave me a comment!

American Eagle Airlines Service at Waterloo International Airport

Big news from the Region of Waterloo International Airport today... Starting June 14, 2012, American Eagle Airlines will be offering 2 flights daily from Waterloo Airport (CYKF) to Chicago O'Hare International Airport (KORD)! There will be a total of 13 flights per week for the entire year, with flights leaving CYKF at 6:30am and 4:40pm, and arriving at CYKF from Chicago at 3:55pm and 10:15pm.

O'Hare is a major international hub providing connecting flights to locations throughout the United States and the rest of the world. It is currently the third busiest airport in the world, with 66,665,390 passengers passing through the airport in 2010. It is the world's second busiest airport in terms of aircraft movements. The airport is named after Edward O'Hare, the US Navy's first flying ace and Medal of Honor recipient in World War 2.

Chicago O'Hare International Airport (KORD)

American Eagle Airlines will be operating the 50 seat Embraer ERJ-145 regional jets. The new service is the result of months of discussions between the airline and the local business community.

“We are thrilled that American Airlines is coming to Waterloo Region.  This new all jet service will provide our community with a Chicago same day business travel option and access to destinations around the world,” said Ken Seiling, Waterloo Regional Chair.  “We believe this service will make flying more convenient for everyone and will also have the added benefit of encouraging investment and jobs in our community.”

“Daily jet service to Chicago is what our business community asked us for, and we are pleased to be here today announcing just that,” said Chris Wood, Airport General Manager at the Region of Waterloo International Airport.

American Eagle Airlines Embraer ERJ-145

As a general aviation pilot and aspiring professional pilot, I am very excited to see this increase in air traffic, because it will provide me with more experience dealing with wake turbulence and large aircraft. How do you feel about this new service? Please leave some comments below, I'd love to hear from you!

For more information, see the media release at Waterloo Airport's website (http://waterlooairport.ca/en/newslist/index.aspx?corpId=gzyzez7QxwumqjwReGz9VgeQuAleQuAl&newsId=UqVsRW71x5lA5HiuhOvsgDj5lA5HvgeQuAleQuAl), or the American Airlines/American Eagle Airlines website (http://www.aa.com/homePage.do).

Precautionary and Forced Landings

The past 2 flights, I have gone to the practice area to review stalls, slow flight and steep turns, as well as to learn Precautionary and Forced Landings, and to do some Illusions Created by Drift. I'll have either one or two more dual flights, followed by my first solo to the practice area. Since precautionary and forced landings are new, I'll describe them now.

Precautionary Landings
A pilot would decide to make a precautionary landing either at an aerodrome or at a suitable landing surface if they experienced things such as deteriorating weather, a sick passenger or low fuel.

If landing at an unfamiliar aerodrome, fly one circuit with a low pass and overshoot with your aircraft slightly right of centerline so that you can inspect the runway, and then fly your normal circuit and land.

If landing anywhere else, fly 2 inspection circuits. Make the first one slightly lower than your cruise altitude, and look for things such as streams, houses, trees, ect. After this, fly a circuit at 1000' AGL as normal, and conduct a low pass and overshoot with the surface on your left side. On this pass, look for things such as grass thickness, bumps, wind direction, fences, power lines, ect. If you feel that the surface is suitable for landing, conduct one more circuit and land. If you think it is not suitable, climb and look for another field.

Forced Landings
Pilots use forced landings when they have no other choice but to get the aircraft on the ground, such as during an engine failure or fire. For the steps I will describe, we will go with a mock engine failure. *Note: If practicing long glides with engine at idle in cold weather, warm the engine every 500' by applying full power for a few seconds*

1) After your engine fails, turn Fuel Pump On, Carb Heat Hot and Prop Full Forward. Pick the longest possible field to your left hand side, and begin gliding to it at 65 knots. (It is possible to fly a "circuit" to get your aircraft lined up for a certain field)

2) Execute a Cause Check. Make sure: Fuel Pump On, Master On, Mags Both, Fuel Valve Open, Carb Heat Hot, Choke Off, Prop Full Forward, Fuel Quantity, Engine Gauges Green

3) Attempt to restart your engine. Do NOT try this if your engine was on fire, the propeller is wind-milling, or you have no fuel

4) Mayday Call. Include Callsign, Location, Problem, Intentions, # of People On Board, Aircraft Description (Ex. type, colour, trim)

5) Passenger Briefing. Ask if they remember everything you told them before the flight, if not, brief them again

6) Shut off your engine. Mags Off, Fuel Cutoff Valve

7) Land at your field and exit the aircraft.

Finally, I leave you with a picture of what was at Waterloo Airport this weekend. This CF-18 arrived Friday night, and will be leaving Sunday afternoon.

A RCAF CF-18 Hornet parked at Waterloo International Airport (CYKF) on the morning of December 3, 2011

RC Helicopter Spot Landings

After a long period of delays because I had to order a new set of landing skids (Bad landings :P), I finally got a whole bunch of replacement parts. I've had a couple more flights on the Blade 120 SR and I am getting pretty good (compared to how I started :P) so I decided to record my past flight in which I was practicing spot landings on to a step bench. Please leave some comments below, I'll take all the advice I can get on RC flying. The video:

Winter Flying - Part 1

As all Canadians know, winter here can be pretty interesting. Since I'm starting to see snow in some weather forecasts, and have had to get frost cleared off the wings of my plane, I've decided to share some of the information I've gathered regarding flying in the winter.

Pre-Flight
Weather in the winter can be a lot more unpredictable than during the summer, therefore it's important to get the greatest sense of the weather as possible. Check the METARs and TAFs of not only your own airport, but also nearby ones, to give an indication of what weather may be coming your way. Take a look at the GFAs to see what different weather systems are active in your region, and also check various weather RADAR sources. Finally, check out your average weather reports, such as from Environment Canada or The Weather Network.

Make sure that you and all your passengers are wearing clothing that is appropriate for survival conditions. Make sure you are properly equipped to stay warm incase you happen to land somewhere other than an aerodrome.

Speaking of survival, make sure you file a flight plan, so that rescue services will get to you quickly if you happen to not make it to your destination.

Walkaround
As I learned last weekend, it takes more than just a visual inspection of your airplane to make sure that it's safe to fly. As I was doing my walkaround, the wings looked clear, but when I felt them, I noticed a thin layer of frost, therefore when you do your walkaround in the winter, use your hands too.

Before you go out, make sure the clothes you're wearing are warm and comfortable, because it is a big mistake to rush through your walkaround to get back into a warm building, especially in the winter.

Also, it is advisable to preheat your engine before you start it, but I'll include links that describe this process.

Operating on the Ground
FIrst of all, make sure that you check your NOTAMs carefully, because as we near snowy and icy conditions, NAVCANADA publishes the runway and taxiway surface conditions in the NOTAM.

When taxiing, make sure to taxi at a safe speed that will allow you to stop with minimal usage of the brakes, so that you will not be affected by any ice on the taxiways.

After I gain more experience in winter flying (this is my first winter flying season :P), I will create Part 2 of Winter Flying. Until then, check out these links:

http://www.atlasaviation.com/AviationLibrary/WinterFlyingTips/Winter_Flying_Tips.htm
http://www.planeandpilotmag.com/proficiency/weather-flying/winter-flying-a-strategic-approach.html
http://www.planeandpilotmag.com/proficiency/weather-flying/winter-flying-tips.html
http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos/media/2008/SAFO08012.pdf
http://www.boeing.com/commercial/aeromagazine/articles/2010_q4/2/

Short and Soft Field Operations

After a few solo flights, and a bunch of cancelled flights due to Canadian weather in the Fall, I've finally gotten in a dual. My instructor and I worked on Short Field take-offs and landings and Soft Field take-offs and landings in the circuit at CYKF. I only got to log 0.8 hours though, because we had to wait a while for the fuel truck. Also, the temperature as I was doing my walk-around was -4˚C out, and when I ran my hand across the wings, I noticed a light layer of frost, so I'll post about Winter Operations in a bit too.

Short Field
First of all, as the name implies, we would use short field techniques when we have very small amounts of runway length. Pilot decision making applies here, because you would have to decide whether or not you needed some form of short field technique.

To perform a short take-off, you have to taxi to the very beginning of the runway, don't follow the taxiway centerline. Depending on traffic conditions, you may have to get ATC clearance to practice the short field take-off. After you taxi into position, hold your brakes firmly. Increase your throttle to full, and wait until your instruments are reading maximum power. After receiving the indication of full power, release the brakes and proceed to take-off.

To perform a short field landing, you will need to modify your approach from your normal landing. You will need to establish a much shallower approach slope, and you will need to use power to maintain altitude until the runway. When you get near the runway, begin your flare before the threshold, so that your touchdown point is as close to the threshold as possible. After that, in the DA20, you will raise all flaps (so that less lift is produced, so that more weight is on the wheels, which increases braking effectiveness), apply brakes, and hold rearward stick pressure (so that the elevators produce drag, which will aid in slowing the aircraft).

Typically, when practicing this technique in the circuit, you will have to request a stop-and-go, so that you can fully practice the take-off and landing technique.

Soft Field
Again, as the name applies, we will use the soft field technique when operating from non-paved airstrips, such as grass and gravel. It's a good idea to learn these with an instructor on a paved runway before going to a soft runway, to avoid damaging your airplane.

To perform to soft field take-off, you want to hold back pressure on the stick while gradually increasing power (make sure that your taxi and take-off are in a continuous movement so that your wheels don't become stuck). Since you are applying back pressure, make sure the tail does not hit the surface. Your aircraft will lift off earlier than normal, and after you gain a few feet of altitude, level off and allow your plane to accelerate in ground effect. If you don't let this happen, you aircraft will likely stall after exiting ground effect. After you reach your normal climb speed in ground effect, you can then continue your climb.

To perform the soft field landing, you will not have to modify your approach at all. Try to touch down in a nose up attitude (slightly higher than your normal landing), and use your elevators to keep balancing on   the main wheels only, so that your nose wheel remains protected from the rough ground.

Generally, you will practice the soft field technique by doing touch-and-goes. This is relatively challenging because you will have to balance your aircraft of the main wheels throughout it's time on the ground, in addition to raising flaps, increasing power, maintaining directional control, ect.

I have another flight where I will practice these techniques solo, and then I will head to the practice area with my instructor for Precautionary Landings, Forced Landings and Diversions, and then after that I begin pilot navigation :D

For more info on these techniques, reference your Pilot Training Manual, your instructor, and I also recommend checking out some YouTube videos, to see visual demonstrations of these techniques.

Bell Helicopters Explores V-22 Suitability for RCAF

Bell Helicopters is exploring new possibilities for the Bell-Boeing V-22 Osprey. Bell has recently demonstrated the capabilities of the V-22 tiltrotor to the Canadian Forces, and according to a Bell spokesperson, "The V-22 is ideally suited to the Search and Rescue mission in Canada, with its vast distances and harsh environments, and could do the work of several aircraft on a typical mission."

The Bell spokesperson said that a typical Canadian SAR mission includes many steps, including a fixed-wing aircraft for identification and supply drop, and then either a helicopter or ground unit for rescue. “With the V-22 you can get there, land, pick up the people and come home, thereby eliminating a bunch of different steps,” he said.

The Canadian V-22 application is still just an idea however, and the Canadian government has not requested a formal proposal request.

A Bell-Boeing V-22 Osprey concept drawing in RCAF Search and Rescue markings
(Photo from Aviation International News)

The Bell-Boeing V-22 Osprey is an American military tiltrotor aircraft with both vertical take-off and landing (VTOL) and short take-off and landing (STOL). It is a very unique aircraft that combines the flexibility of a helicopter, especially in small spaces, with long-range, and efficient cruise capabilities of a conventional turboprop aircraft. The V-22 is powered by 2 Rolls-Royce AE 1107C engines, with a common gearbox so that both rotors can operate with one engine disabled. The V-22 is equipped with a glass cockpit, TACAN, VOR, ILS, GPS and INS navigation, FLIR imagery, a fully coupled autopilot and a fly-by-wire system.

A United States Marine Corps V-22 approaches to land on USS Nassau
(Photo from wikipedia.org)

A United State Marine Corps V-22 being refuelled before a night mission in Iraq
(Photo from wikipedia.org)

The V-22 Osprey is currently being used by the United States Marine Corps and the United States Air Force's 58th Special Operations Wing, and has been studied for use by the United Kingdom's Royal Navy, the Royal Norwegian Air Force, and the United States Army and United States Navy have been looking into V-22 possibilities.

A United States Air Force CV-22 Osprey flying over the Emerald Coast, Florida
(Photo from wikipedia.org)

For more information of the RCAF V-22 possibilities, check out this link: http://www.ainonline.com/?q=aviation-news/aviation-international-news/2011-10-01/bell-explores-new-missions-v-22-tiltrotor. For more info about the V-22 Osprey, see this page: http://en.wikipedia.org/wiki/Bell_Boeing_V-22_Osprey.

Circuit Separation

It's been a while since I've flown, due to some bad weather, and an even longer time since I've posted. Since my first solo, I have flown two more solo flights in the circuit. The second solo flight I did consisted of another quick ride with my instructor (0.5 hours) and then I logged 1.1 hours PIC. I flew my third solo flight this morning, which was my first solo flight without a ride with my instructor beforehand. I flew 10 circuits on Runway 08 at CYKF, logging 1.6 hours PIC, which put me up to 3.1 hours PIC, and 20.2 hours total time.

While I was flying today, I learned some new techniques for dealing with safe aircraft separation in the circuit.  My instructor and one of her other students were in the circuit with me, and they were one place ahead in the sequence, also flying in a Katana. They were flying slower than me most of the time (more equipment on their Katana, and an extra person) and there were quite a few times where I would be catching up to them on the downwind leg. There are quite a few different ways to slow down your groundspeed or keep safe separation, but you should check with your instructor to see what techniques they want you to use:

-Reduce throttle to just above the point that you will begin to lose altitude
-Add flaps (this will permit you to fly at a lower speed)
-Fly your downwind leg slanted slightly away from parallel with the runway
-S-Turns (this will increase the distance you have to travel, therefore increasing separation)

Also, ATC will sometimes tell you that they'll advise your crosswind or base turns. This will increase you take-off or downwind legs, providing more spacing between you and other aircraft.

Also, here is a great article by Plane and Pilot Magazine that deals with aircraft separation and collision avoidance: http://www.planeandpilotmag.com/proficiency/pilot-skills/when-airplanes-collide-avoiding-the-unexpected.html. Aircraft separation is a major component of aviation safety, and I highly recommend you talk with your instructor and research about it, because the skills used in keeping distance between other aircraft are essential to being a safe and successful pilot.

First Solo!

Well, I've finally done it. This morning, of September 11, 2011, I went on my first solo from CYKF (Waterloo International Airport) in a DA20 Katana (C-FPMC)! :) Before, I went solo, I did 3 circuits with my instructor to make sure I was flying well today. After we got off the runway, my instructor requested taxi for instructor drop off and student's first solo. I shut off the engine and she got out. I was then on my own in the plane, and started my run up checks, since we had turned the engine off. Here is the weather info I recorded from the ATIS: Info Delta-Winds Calm-Vis. 9-Clouds Broken at 12,000'-Temp. 15-Dew Point 13-Altimeter 30'06-Arriving and Departing Runway 32

Me, performing run up checks before my first solo flight, on Taxiway Bravo

After all my checks and taxiing, my Time Up was 11:26 AM EST. I reached 51 knots and rotated, and I began climbing much faster than normal. I climbed up to 1000', went through the downwind checks and called Right Downwind Runway 32. I was first in the circuit, and I got my landing clearance. My approach felt great, and it was one of my best. My instructor warned me that I'd float for a while, so I worked against this. I touched down right on centerline and it felt like I bounced, but everyone watching said I hadn't. I turned off onto taxiway Alpha (my Time Down was 11:34 AM EST), and was congratulated by the tower and ground controllers, and taxied back to Apron 2. I shut down the engine, which concluded my first 0.4 Hours as Pilot In Command :D

Talking with my instructor after my first solo flight 

Me, after my first solo in DA20 Katana C-FPMC

LiveATC recordings of the solo portion of my flight:

The first MP3 is from 11:00 AM EST until 11:30, and the second MP3 is from 11:30 AM EST until 12:00. These files are from liveatc.net



Also, my thoughts go out to all the victims of the terrible attacks of September 11th, 10 years ago. You will not be forgotten.

Blade 120 SR R/C Helicopter

So, I went to the local hobby shop yesterday and got myself and RC Helicopter :) I was originally looking at the Blade CX2 as my first helicopter, and was thinking it would be about $230, but after talking with the owner a bit, he recommended the Blade 120 SR. It has only one set of main blades and a tail rotor, which makes it a bit harder to learn at first than the CX2 (which has two, counter-rotating blades), but after you've learned the basics, you can do so much more with a single-bladed heli. I've logged 6 flights so far with the yellow heli, which came ready to fly with transmitter, batteries, and a charger, which cost me $195 including tax.

Blade 120 SR Radio Controlled Helicopter - Photo from bladehelis.com

I only have limited experience with the heli so far, but it seems like a great helicopter. It's 12.5 inches long and 5 inches tall and weighs 106 grams, which makes it big and heavy enough to fly outdoors in a light wind, but small enough to practice in the comfort of your own home.

In my 6 flights, I've crashed quite a few times, but the helicopter is very sturdy. The only thing that has been damaged is one of the landing skid struts has broken, but it's staying strong with a bit of electrical tape. I set up my camera in the basement when I flew my 6th flight, so if anyone would like to see it, comment below and I'll upload it to YouTube and post it in this post.

My flying skills are slowly improving, and I'm starting to be able to make move the helicopter within smaller spaces. The reason I decided to get an RC Helicopter over an RC Plane, despite the fact that I'm a full-size fixed-wing pilot, is the fact that helis are much more versatile. They can be operated in much smaller spaces than RC Planes, indoors or out, and can do most of the same things. After I become very proficient with the 120 SR, I'll be looking to pick up a Blade mCP X, so that I can move on to aerobatics and inverted flight.

I should be making my 7th flight in a little while after my battery recharges (I'm going to buy extras so I don't have to wait while my only battery charges). If you want more info on the 120 SR and other Blade helicopters, check out their site: http://www.bladehelis.com/Helis/. Wish me luck on my upcoming flights!

Radio Procedures: Practice Area

In the next instalment of Radio Procedures, we're heading to the practice area. As always, these tips will be most useful to people flying in control zones.

After you've taken off, the tower will most likely tell you when to turn towards the practice area. In the case of CYKF, you will have to fly north until you're out of the control zone. As part of your take off clearance, the tower will most likely tell you to report clearing the zone. Therefore, once you're at the edge of the zone, you have to call in: "Random Tower, Alpha Bravo Charlie is clear to the north at 3000 feet"


The tower will probably tell you that radar service terminates, but keep your transponder code for the return. You can acknowledge this with your callsign.

Once you get to the practice area, you switch to that frequency, and make a call for anyone else in the area. The call should tell who you are, what you're doing, and where you're doing it: "Random Practice Area Traffic, Katana Golf Alpha Bravo Charlie is presently 6000 feet over the town of Elora, heading to Belwood Lake to practice stalls and spins."


If other aircraft call in after you, and they are far enough away that they are not a problem, you call them and advise no conflict: "X-Ray Yankee Zulu, Alpha Bravo Charlie no conflict"


If a traffic conflict arises, take necessary action to avoid it, and then communicate with the other aircraft. (Remember, follow Aviate, Navigate, Communicate)


After you are finished practicing, you must advise the traffic that you have finished and that you are leaving the practice area: "Random Practice Area Traffic, Alpha Bravo Charlie has completed stalls and spins, and is at 3000 feet heading back to Elora"


In order to return to the control zone, you must follow steps that are very similar to taxi and takeoff radio calls. You should obtain the ATIS, if your airport has it, and make your initial call to the Tower: "Random Tower, Katana Golf Alpha Bravo Charlie with information Delta"


After the tower acknowledges you, you tell them where you are and what you are requesting: "Random Tower, Alpha Bravo Charlie is presently over the town of Elora at 3000 feet, inbound for landing"


The tower will then tell you to proceed to the airport, and to advise them of entering the zone: "Random Tower, Alpha Bravo Charlie is five miles to the north, inbound for landing"


At this point, the tower will clear you to different points in the circuit, and will advise you of your number in the landing sequence. If you are first and they clear you to land, reply with your callsign. If they advise other traffic, you either reply 'With the traffic' or 'Looking for the traffic'.

Restricted Radio Operator Certificate - Aeronautical

Today, I was supposed to fly my first solo. I entered my dual checkout (in the circuit) and my first solo in the flight log, and went out to the airplane to fly with my instructor. It wasn't until she asked if I had my Radio License with me that my plans changed. I was under the impression that I didn't need it with me, because we were staying in Canada, and I had it signed off in my PTR. The reason I didn't have it is because I still hadn't received it in the mail (I took the exam on May 3rd!), but the Flight Centre is getting me another one now. Anyways, it turns out that I needed to have it with me, so instead of a solo, I ended up doing 2 circuits and getting 0.5 hours. I'm hoping to get my Radio License quickly so I can solo as soon as possible; I want to get past circuit flying!

Since I'm talking about the Radio License, I think I should share some info about it for new student pilots. The Restricted Radio Operator Certificate - Aeronautical is issued by Industry Canada. An ROC-A is required by operators of radiotelephone equipment on board aircraft and at aeronautical land (fixed and mobile) radio stations using aeronautical mobile frequencies. The certificates are issued for life and require no recertification. Exams for the Radio License can be taken at an Industry Canada office or by one of Industry Canada's accredited examiners (I took mine at the Flight Centre). The purpose of the exam is to show that you have knowledge of how to operate radio equipment, how to comply with radio procedures and to show your knowledge of the Radiocommunication Act. There are no nationality or age restrictions as to who can hold a Radio License. You will have to bring a variety of official ID to the exam to get your license.

To study for the exam, you should read the Study Guide for the Restricted Operator Certificate with Aeronautical Qualification (made available by Industry Canada: Link to the guide), your copy of From The Ground Up, and you should work on radio procedures with your instructor.

Snowbirds leave CYKF

So I had a review flight this morning, where I worked on some circuits. I'm now up to 15.4 hours dual time. Weather permitting, I'll be going on my first solo this Saturday :D

The bigger news is that I got to see a lot of Snowbird action today. Today was the day that the RCAF Snowbirds were leaving CYKF after the Waterloo Airshow this past weekend. While I was doing my walk-around, I got to see Snowbirds 1, 2 and 3 depart from runway 08 at CYKF. As I was heading to the washroom before my flight, I got to have a short conversation with a Snowbird pilot and Aviation Technician.

Photo courtesy of Region of Waterloo International Airport - Facebook

After I landed from my flight, I heard multiple Snowbirds on the ground frequency and got to watch them leave on Runway 08. As I left the airport, the only Snowbird remaining was Snowbird number 10.

Photo courtesy of Region of Waterloo International Airport - Facebook

Photo courtesy of Region of Waterloo International Airport - Facebook

So, if all goes well next Saturday, my next post here will be about my first solo :D Wish me luck!

Waterloo Airshow 2011

So, I'm finally back from 3 weeks of drill and leadership instruction at CFB Borden :) Had a great time at camp and also volunteered at the air show the past weekend. I was working at the Waterloo Wellington Flight Centre pilot shop and the water bottle tent.

The show was great both days, even with less than great weather on Sunday. I'm honestly much too tired at the moment to fully dive into the details of the air show, but some of the performers were the Canadian Army Skyhawks, American Viper East F-16s, Royal Canadian Air Force CF-18s, Canadian Harvards, F-86 Hawk One, various aerobatic pilots and the RCAF Snowbirds.

Royal Canadian Air Force Snowbirds performing at Waterloo Airshow

Incase you haven't noticed me referring to the various Canadian Forces branches as their old names, that's because their old names have been restored! The 3 CF branches are now the Canadian Army, the Royal Canadian Navy and the Royal Canadian Air Force. The branches will still all be part of the Canadian Forces, and the ranks will all remain the same. More details of the restoration of the RCAF can be found at this link: http://www.airforce.forces.gc.ca/v2/nr-sp/index-eng.asp?id=12014

The last point I have to touch on is that I'm going flying tomorrow after 3 weeks being stuck on the ground. I'm going for a 2 hour review and depending on how that goes, I'll have either another review flight or a pre-solo check and first solo flight :) Wish me luck for a great flight tomorrow!

Check your Indicators

In the circuit today with my instructor, as I started to descend on base, I noticed that to keep my approach speed at 65kts, I had to maintain a nose-high attitude. Even after adding flaps, I still had to keep that attitude. Anyways, I floated quite a bit before I landed. After rotating from the touch and go, my instructor asked me why I floated so long. I didn't have an answer so she told me to look out the window. I noticed that the flaps were up when I had set them to take-off. Turns out my instructor pulled the circuit breaker of the flaps mid-downwind. So the lesson I learned here is to take a quick look at the indicators (instead of adding flaps while looking out the window), and if the light happens to be off, then you can take appropriate actions and expect different conditions on landing. :)

On this flight in the circuit, I had my dad take a few pictures and videos of my approaches from the ground. I'll post the videos after I upload them to YouTube (Check out my channel: ftrCFplt) in about 3 weeks, after I get back from camp.

Me, on final approach to Runway 32 at CYKF, in a DA20 Katana (C-FPMC)

Speaking of camp, do you know a youth interested in an aviation, leadership, citizenship and teamwork based organization? Have them check out Royal Canadian Air Cadets (Cadets Canada). There are many summer training opportunities at various Canadian Forces bases across Canada, and you even have the chance to obtain both your Glider and Private Pilot licenses for FREE! This summer, I'm headed to the Basic Leadership Course at Blackdown Army Cadet Summer Training Centre (located at CFB Borden) for 3 weeks.

One last thing, if you happen to be around the Kitchener area on August 20th or 21st, be sure to check out the Waterloo Air Show at CYKF. There are many fantastic acts including the Skyhawks, Snowbirds, a CF-18, an F-16 and various other military and aerobatic displays. There is also an aviation expo, where you can learn about different careers in aviation, and check out many cool planes up close. I'll be volunteering this year at the Waterloo-Wellington Flight Centre tent, and I'll be sure to share my stories with everyone :) Here's the link for it: http://www.waterlooairshow.com/. Also be sure to check them out on Facebook and Twitter.

So long for 3 weeks!

Backseat in a Piper Cherokee

Haven't posted in a while, so I'll update everyone on a few things. I'm up to 10.8 Hours now, and have 1 (maybe 2) more flights until my pre-solo checkout. I've been working on circuits, went out to the practice area to review a few things, and I think that my landings are getting better. The two main things I have to keep working on are correcting for winds in the circuit, and making landings a bit smoother.

Last night, I got to go flying with my friend's dad's friend (I know, it sounds funny :P). We flew out of CYKF in the pilot's own Piper PA-28 Cherokee Cruiser, to do a bit of sightseeing around the Waterloo, St. Jacob's and Elmira area. We flew for about 30 minutes, and I got to try my hand at some aviation photography. Posted below are some pictures of CYKF and Kitchener, and videos of the take-off and landing. Once I start flying with passengers, I'll post up some pics and videos of me flying :)

A DA40 Star in the Waterloo-Wellington Flight Centre hangar, and a DA20 Katana on the Flight Centre apron

A WestJet Boeing 737 on Apron 3, and the CYKF Control Tower, as seen from Taxiway Alpha

Kitchener as seen from the air

Take-Off on Runway 26

Landing on Runway 26

Option Bravo

Today I worked on Circuits again, but with a little bit extra :P On my second circuit, I made my downwind call as usual, but then my instructor requested Option Bravo at the end. The controller laughed after giving us clearance, so I thought something was up. My instructor then dropped the engine to idle; simulating an engine failure. That was definitely as different experience, and was a pretty round base and final leg. For anyone who'll be doing this kind of thing, get a copy of your aircraft's emergency checklists, and memorize them. This will make this lesson very easy.

After another Option Bravo, my instructor requested an Option Foxtrot. After completing the circuit and doing a touch-and-go, I thought I was out of the blue... Until we were past the runway, at 100' AGL, my instructor cut the power. I had to explain everything that I'd do if this was an actual engine failure, and then go through the same procedures as an over shoot (these include: Full Power, Enter a Climb and Retract Flaps)

Now that I've completed most of the emergency procedures, I have two more flights to work on more landings and a few other things, then I have a checkout ride with one of our CFIs (we review Slow Flight, Stalls, Steep Turns and then do a few circuits), and if I pass that then I get to go on my first solo :D

Recent DA20 Issues

Every once in a while, I check the national report of the Civil Aviation Daily Occurrence Report System (Released by Transport Canada daily). Today, I noticed that there were a lot of reports concerning DA20s, in fact 4 in the last 2 days. Although none were major, and no injuries occurred, they are still beneficial to read, so that you can be aware of any problems that other pilots are facing. From TC (CADORS):

June 28, 2011 - Fredericton International Airport (CYFC)


C-FNZQ, Diamond DA 20 C1, was five miles northwest of Fredericton (CYFC) when it reported low oil pressure and that it was returning for landing. Aircraft Rescue and Fire-Fighting (ARFF) was on standby. C-FNZQ landed without further incident at 21:40Z. There was no impact on operations. 


June 28, 2011 - Moncton (CYQM)


C-FJXH, Diamond DA 20 C1, departed from Moncton (CYQM) and reported a low oil pressure warning. The aircraft returned and landed safely at 15:33Z. C-FJXH did not declare an emergency. There was no impact on operations.


June 28, 2011 - Moncton (CYQM)


The pilot of C-FNTK, Diamond DA 20 C1, reported flat tire while in position on Runway 24 in Moncton. The aircraft was pushed clear of the runway onto the apron. 


June 28, 2011 - Fredericton International Airport (CYFC)


After departing from Runway 33 in Fredericton (CYFC), C-FNIN, Diamond DA 20 C1, returned due to an open canopy. No assistance was required. There was no impact on operations. 

Radio Procedures: Circuits

Now for the next post about Radio Procedures. Again, this mostly applies to people operating with ATC, but I'll give info for uncontrolled once I fly to one :P

The Procedures
*When making contact with Ground Control before taxiing, make sure you request taxi to the active for Circuits.*

There are really only two calls to be made while flying circuits. The first occurs when you're about halfway along in the downwind leg: "Random Tower, Alpha Bravo Charlie is left downwind Runway 32 for touch-and-go." You can change this according to your situation.

The tower will then either tell you that you are number one and are cleared to land, in which case you will acknowledge with your callsign: "Alpha Bravo Charlie"


More likely, the tower will advise you your number in the circuit and will give the location of other traffic. If you positively identify the aircraft as the controller is talking, you reply: "Alpha Bravo Charlie is with the traffic"


If you have to look for the traffic, you reply: "Alpha Bravo Charlie is looking for traffic"


That's about all you need to know for radio procedures in the circuit at controlled airports. For some great examples of radio procedures, check this out: 



This is a recording of the radio chatter at CYKF (Waterloo International), June 26th, between 1330Z and 1400Z, from LiveATC. I am the one flying CVX, along with my instructor. I make initial contact with the Tower at about 1:50 on the clip.

Circuits

Now that I've finished all my upper-air work, I've began working on circuits. I'm finding circuits very fun, there's a bit more stuff to remember, such as downwind checks and radio calls, and it's nice to stay in the control zone so that there's always things going on the radio :P

There are 5 legs to the circuit: Take-Off, Cross-Wind, Down-Wind, Base and Final/Landing. All turns will be 90 degrees in the circuit, and will all be either to the right or left, depending on the aerodrome, traffic and other factors (The controller or aerodrome traffic will let you know the direction). The take-off and cross-wind legs involve climbing up to circuit altitude, which is almost always 1000' above aerodrome height. The down-wind is at circuit height and is also where you do your checks before landing and make a radio call to the tower. You begin descending on base, and when you turn final you should be lined up with the runway centerline, coming in for landing.

Sample Circuit - Lefthand Runway 32, CYKF (Waterloo International)

Above is a diagram I've made for a circuit (Much neater than the one I had on my kneeboard :P). One thing to be aware of is that if the tower doesn't clear you to land, and you're really close to the threshold, you still have to pull up and go around again. Also, if you aren't feeling confident with your approach or landing, you can overshoot at any time, just add full power and pull up.  You don't have to get ATC clearance to do this, but make a call like this after you do: "Random Tower, Alpha Bravo Charlie is overshooting." ATC will then give you instructions after you complete your overshoot.

Piaggio Avanti at CYKF

Went flying today again, where I reviewed stalls and steep turns (Haven't written about these yet so I'll do that here) before I begin circuit work. But the big thing that happened today was a Piaggio P.180 Avanti at Waterloo International. For anyone who doesn't know what an Avanti is or looks like here's some info:

The Piaggio P.180 Avanti

The Avanti is an Italian twin-engined executive turboprop. The Piaggio is the fastest turboprop in the world (Cruise speed of 320 knots), and one of the most revolutionary planes of this time. According to Piaggio Aero, the fuselage of the Avanti produces 20% of the plane's lift. The cost of one of these planes is about $7 Million US.

The Avanti arrived at CYKF at about 8:45 am EST today from the USA, stayed for about an hour and left shortly after 10:00 EST. It was very cool to see and there were many people outside the Flight Centre watching the take-off. I'll post some pictures if I can get some from my instructor; I had to taxi so I couldn't take any :P

Anyways, back to the flying. Today was a review flight of stalls and steep turns before I begin circuit work. I haven't gone over steep turns here so I'll do that now. A steep turn is really just like another turn except you add a few more things. A steep turn in a Katana is an angle of bank between 30 degrees and 60 degrees (60 is the max). As you begin to roll past 30 degrees, you will need to apply a fair bit of back pressure on the stick (the nose should be slightly above the horizon) and as you continue to roll to about 45 degrees, increase power slightly (In the Katana, increase from the cruise power setting of 22" Manifold Pressure to about 23" MP). If all the steps were followed, you should be turning at a pretty rapid rate, but your airspeed and altitude should remain constant. To recover simply roll out of the turn and reduce your pitch and power back to cruise settings.

Radio Procedures: Taxi and Take-Off

So, I've recently been working on radio calls, mainly the ones before the flight on the ground. This post will be the first of a series on radio procedures. For more details on using the radio, check out your From The Ground Up, or the Study Guide for the Restricted Radio Operators Certificate-Aeronautical (From Transport Canada, which you will need to study before you get your Radio Certificate). Also, make sure you have the entire phonetic alphabet memorized.

The Procedures
The following will be most beneficial for pilots operating from controlled airports
The first thing you do, before making contact with ATC, will be to obtain the ATIS, if the airport has it.

The first call, which will tell ATC who you are and that you have received the ATIS, will go as this: "Random Ground, this is Katana Golf Alpha Bravo Charlie with information Oscar"


Ground control then reply to you, most likely telling you to go ahead. You will reply with your location and your intentions: "Random Ground, Alpha Bravo Charlie is on apron 2, request taxi to the active for local north at 3000 feet"

*On the second call, if initiated by ATC, you can omit the aircraft type and and say only the last 3 letters of your callsign*

Ground will then give you taxi instructions and, if you are equipped with a transponder, will tell you what code to squawk. You will read back your taxi clearance and the code they give to you: "Random Ground, Alpha Bravo Charlie to taxi via apron 2 and 3 to taxiway Bravo, and squawk 1234"

You then taxi as you were cleared to do, and when you get to the holding position before the runway, one of the items on your checklist will be (If you have this type of transponder) to change the transponder from STBY to ALT, meaning that it will show your altitude in the Control Tower. You also switch your radio frequency from Ground Control to Tower. When you are ready for take-off, your call will be: "Random Tower, Alpha Bravo Charlie is ready for takeoff Runway 32"

After ATC gives you your take-off clearance, you will acknowledge by transmitting your callsign immediately after receiving clearance: "Alpha Bravo Charlie"

So that's about all there is for taxi and take-off... Stay tuned for more procedures!

3 Stages of Recovery

So today, I worked on Exercise 14 (Spirals) and Exercise 15 (Slips). I again got to do the takeoff, and I got a bit of an intro on what I'll be doing the next couple of flights (Circuit work). I'm also getting much better at the radio procedures, and I'll discuss the radio procedures for taxi and take-off in the next post.

To begin, you have to first know that a Spiral is much different than a Spin. A spiral can be described as a steep, descending turn in which airspeed, rate of descent and wing loading increase rapidly. The main difference between a spin and spiral is that in a spin, the airspeed tends to remain constant and low, but in a spiral, the airspeed is continually increasing, which is why it's important to recover as soon as possible, as not to overspeed the aircraft.

Your instructor will enter the spiral for you after you perform your HASEL check. To recover, there are 3 stages that must be performed separately, or else the wing loading could exceed far beyond maximum limits. First, you must reduce power to idle, to make sure that airspeed does not continue to increase because of the engine. Next, using your ailerons (don't use any rudder), roll the wings level by using ailerons to the side opposite of the spin direction. Finally, gently ease out of the dive. When the airspeed is reduced to the normal range, you can add power again.

The next exercise is slips. Slips are usually used during the approach to landing. The purpose of a slip is to increase your descent rate without increasing your airspeed. A slip can also be used to correct for any cross-wind on your approach to land. Before you slip, you will usually reduce power (to about 16" Manifold Pressure in Katana), and add flaps. To enter a slip, apply aileron to one direction and apply rudder to the opposite direction. To recover, simply neutralize the controls, retract flaps and increase power back to normal settings.

After you have completed all the exercises up to this point, you will most likely begin circuit work (take-offs, landings, circuits, overshoots, emergency procedures). You will be in the circuit until your first solo, which will also be in the circuit.

The Value of a Kneeboard

So, at the end of my flight yesterday, I learned the value of keeping all you papers and other things secure, preferably with a kneeboard. As I was exiting the aircraft after shut-down, I placed my checklists, some pieces of paper, my pen and the keys on the dashboard. There was then a strong wind gust, and everything blew off the plane and scattered around the WWFC apron. I then had to chase all the papers and retrieve the keys from under the plane. So, I'll be heading to the aviation shop at the airport and picking up a kneeboard, so I can keep my stuff secured right to me, and also to provide a more stable platform to write things down while in the plane.

Moral of the Story: Keep your stuff secure! :P

Stalls and Spins

So, while flying yesterday (Which was brutal because it was 38 degrees with the humidity), I worked on Exercise 12 (Stalls) and Exercise 13 (Spins). I didn't get to take off because the crosswind was about 15 kts, but my instructor and I "co-landed", which was very cool :)

I'll start with discussing stalls. The stalls in a Katana are not very exciting (Anyone who've done stalls in the DA20, you know what I mean), but nonetheless aren't normal.

There are two main types of stalls, Clean Stalls (clean configuration, power at idle) and Dirty Stalls (landing configuration, very low power). To enter a clean stall, you first perform the HASEL check (for height, you want to be pretty high) and then two 90 degree clearing turns. Then, reduce power back to idle, and put the prop at the highest RPM setting. As the airspeed continues to drop, maintain back pressure on the stick. As the stall warning horn sounds, bring the stick back as far as it goes (this will feel very unnatural at first, but this is because the elevators aren't as effective at slow speeds). Keep maintaining directional control using the rudders, as the ailerons also aren't as effective. The airplane will continue buffeting (this is the stall), so to recover, lower the nose slightly below the horizon, and slowly increase power. Bring the prop RPM down to 2000 RPM, so that you don't overspeed the engine as you increase the power in a nose-down attitude. When the speed gets to an acceptable level, slowly level off and reduce power (you can also climb back to recover the altitude lost)

To perform a dirty stall, you also begin with the HASEL check and the clearing turns. You then reduce power to, in the Katana, about 16" Manifold Pressure, and as the airspeed enters the white arc, lower the flaps to the Landing setting. You then follow the same procedure as the clean stall. To recover, increase power to full, and retract the flaps. Like with the clean stall, bring prop speed down to 2000 RPM, and level off and reduce power, or climb back up to your previous altitude.

The spins, unlike the stalls, in a DA20-A1 are very exciting. You will only perform spins the same way as in a clean stall. After you do your HASEL check and clearing turns, you will begin to enter a clean stall. Your instructor will the induce yaw (usually to the left because that is where the aircraft usually tends to yaw because of other induced yaw), and the aircraft will pitch up and roll over, almost upside down, and you may lose some vision for a very brief period of time because of the G forces. You will then be spinning in the direction that your instructor induced the yaw. When your instructor tells you to recover, you apply full rudder in the opposite direction, but only until the aircraft ceases to spin. You will then be pointed almost directly at the ground, and then slowly pull up to recover from the dive (it won't feel very gentle, and you may lose some vision again :P). Then increase power to full, and reduce prop speed to 2000 RPM. When you gain airspeed again, you can either reduce power or climb to regain altitude lost.

SAFETY NOTES
-make sure you have tons of altitude available, because you will lose height very quickly in a spin (Make sure that your minimum recovery altitude is either 2000 feet AGL or the height specified in the POH, whichever is higher)
-many flight centres only allow stalls and spins with an instructor; make sure you know the rules of your club

HASEL

Recently got back from my second flight where we worked on Exercise 10 (Flight for Range and Flight for Endurance) and Exercise 11 (Slow Flight). I also got to perform the take-off, but I'll discuss that later.

There are two methods you can use to determine power settings for flight for range/endurance. The first, and easiest, is to find this info from your POH. The second method, which you will have to do to get your PPL, is the Experimental method. You and your instructor will work together on this (One will fly the plane, the other will record the data), and will eventually get the power settings. For example, in the DA20-A1, the optimum power setting for Flight for Range is about 25" Manifold Pressure, and the power setting for Flight for Endurance is about 17" Manifold Pressure.

Now, Slow Flight. Before you begin, you must follow the HASEL checklist:
H- Height (Make sure you have enough altitude to recover from a stall if you enter one)
A- Area (Make sure you are not over a built up area, and make sure there is a spot for an emergency landing if necessary.
S- Secure (Make sure all seat belts are securely fastened, and make sure that all baggage is properly stowed)
E- Engine (Turn Carb. Heat on for a few seconds to check for ice, turn fuel pump on, and make sure that the engine instruments are reading that the engine is operating normally)
L- Look Out (Check that there are no aircraft around you)

After completing the HASEL check, perform a 90 Degree turn to either the right or left (Make sure to turn away from any built-up area), and then make another 90 Degree turn, this time in the opposite direction.

To enter Slow Flight, you first want to decrease power to the Flight for Endurance level (In my case 17" Manifold Pressure). Then, enter a slightly nose-high attitude to continue slowing down, and to correct for any drop in altitude. Next, add flaps in stages (This will drop the Airspeed to a level where you will begin to descend). Finally, add power, but only enough to keep the Vertical Speed Indicator neutral. (At this point, the Stall Warning horn will continue to sound)

To recover from Slow Flight, first increase to full power. As you continue to accelerate, raise the flaps back up to their normal position. Let your altitude increase until you are back to the point you started at. Finally, reduce power back to cruise setting (In the Katana, this is about 22" Manifold Pressure).

My next flight will be next week, and we get to do stalls and spins :D... And I may also get to work on landings. Until then, Adam.

CH-148 Cyclone arrives at 12 Wing Shearwater

The first interim maritime helicopter, the CH-148 Cyclone, arrived at 12 Wing Shearwater, N.S. last week to support training of Canadian Forces aircrew and technicians for the Maritime Helicopter Project.

On May 13th, the helicopter was flown to Shearwater by Sikorsky Operations International Inc. and it will be used as a ground-based training aid for technicians.

The first interim Maritime helicopter
(Photo from DND/CF, by Sikorsky)

“The arrival of this helicopter in Shearwater demonstrates progress with this project and brings us one step closer towards the delivery of a Maritime Helicopter capability that provides the Canadian Forces with a modern, flexible helicopter to assist in the defence of Canada and Canadian interests well into the future,” said Defence Minister Peter MacKay.

The arrival of this helicopter does not however mark the start of formal delivery, the helicopter will remain under Sikorsky title until all contractual delivery requirements are met.

The Canadian Forces will not take formal delivery and assume ownership of the helicopter until a Canadian military airworthiness certificate is granted and after initial aircrew training has been conducted.

The CH-148 inside a hangar at 12 Wing Shearwater, Nova Scotia
(Photo from DND/CF, by Sikorsky)

The CH-148 Cyclone, which is replacing the almost 50 year old CH-124 Sea King fleet, will be one of the most modern helicopters in the world, and formal delivery is expected to be later in the summer of 2011.

Info From: http://www.airforce.forces.gc.ca/12w-12e/nr-sp/index-eng.asp?id=11743

More info on the CH-148 Cyclone: http://www.airforce.forces.gc.ca/v2/equip/ch148/index-eng.asp

Attitude, Power, Trim

So, had my first real flight yesterday, and one of the main things we worked on were, climbs, descents, and turns.

For climbs, there are a few steps you have to take. First, check that all your switches are where they're supposed to be, then check your engine instruments. Finally, turn your Carb. heat on for a few seconds to check for icing.

Now to begin the climb, you follow Attitude, Power and Trim. First, you pull back to pitch the nose up. Then, add power to keep your airspeed. Finally, if you'll be climbing for a long time, you use your trim to sustain the climb.

To level off again, you follow Attitude, Power and Trim again. You first level off the nose, then reduce power back to cruise, and reset your trim to cruise.

Now, for descents. You follow all the same checks as mentioned above, but for a descent, you leave the Carb. heat on.

To begin the descent, you follow Power, Attitude and Trim (slightly different than climbs). First, reduce power, then bring the aircraft to a slightly nose down attitude, and use trim if necessary.

To level off, use Power, Attitude and Trim in the same fashion as levelling off from a climb.

2011 CF-18 Demo. Team

The Canadian Forces 2011 CF-18 Hornet Demo team has recently been announced. The theme for the team this year is Supporting Military Families.

2011 CF-18 Demo aircraft
(Credit to Jim Belliveau/Canadian Forces)

The Hornet will be flown by Captain Erick O'Connor from 409 Tactical Fighter Squadron. The 2011 schedule includes 12 shows in Canada and 3 shows in the United States.

Tail Section Paint Scheme
(Credit to DND/Canadian Forces)

More information including a complete schedule can be found at the Demo Team's website: http://www.airforce.forces.gc.ca/v2/cf18/index-eng.asp