I'd have to check MANOPs but I'm fairly certain there is no prohibition to giving a "check gear down". It has been my practice to continue to issue a "check gear down" when an aircraft is conducting another approach after a missed/go around or, an amphibious transiting water to land or vice versa. T...

There is often an area a couple of hundred feet below stratiform clouds where there is some freezing precip even though there is none reaching the surface. I would imagine it becomes a real big problem when the space between the clouds and the ground gets pretty small. Difficult to forecast but I t...

There is often an area a couple of hundred feet below stratiform clouds where there is some freezing precip even though there is none reaching the surface. I would imagine it becomes a real big problem when the space between the clouds and the ground gets pretty small. Difficult to forecast but I tr...

We know NavCanada monitors this forum, how about a tour of London FIC or Toronto Centre or both? Let him talk to a pilot on the telephone at the FIC? Hell I bet there'd be a line up of pilots willing to come into an FIC to talk to the young lad. Costs nothing and is absolutely safe.

My bad....substitute "below limits" for "illegally". Although that is splitting a mighty fine hair IMO.

There is no definition of "rapidly" in MANOBS. Observers are outside for like two minutes max (usually a lot less during inclement weather) for the observation and we use variable so we don't have to continuously issue SPECIs. Everyone has seen how an AWOS can issue like 20 SPECIs in half an hour......

Bring donuts.

The aircraft is located between Jakarta and Christmas Island where the sea floor drops off sharply. The person responsible is living the good life on an island in Indonesia. It's all in the book I'm writing.

Remember the old "check gear down" days?

FSS is so short staffed it seems as long as you have a pulse and don't drool too much they will put you in a chair, slap a headset on and let you have at 'er.

I've never heard of any kind of "policy". ISTM, the controller usually issues the appropriate CX to get things started and will ask the pilot to file/amend the flight plan with an FIC so that all the flight plan data is then in the computer. They may not need all the information at that exact time, ...

The pilot was “not communicating via radio,” during the flight, said Elias

This may have become a "fact" in the post-accident investigation but at least one ATS unit with radio facilities along the probable/possible route of flight had no knowledge of the incident whilst it was happening.

That's why they pay me the big bucks.

Weren't all the new-fangled airplanes supposed to be crewed by one "pilot" and a dog?

The "pilot's" job is to feed the dog and the dog's job is to bite the pilot if he touches the effin controls?

During my interview, I was asked what I knew about Zulu. I told them it was a tribe in South Africa.

Not sure how many know that Fort Severn CYER now has an AWOS and Wx Camera available on the NavCan web site.

If anyone told me at work I wasn't paying attention.

http://www.metcam.navcanada.ca/hb/index.jsp?lang=e

Presumably this aircraft is still going to be used for moving military personnel and assets into harms way. If so, this paint scheme is inappropriate and may place the crew and passengers into a higher level of danger. If not, then does the country really need such a large aircraft to ferry around s...

This all started when NavCanada forbade FSS from accepting flight plan closures while the aircraft was still in flight. Didn't matter if it was VFR or IFR we could not take a closure while still in flight. After much bitching and whining, the twits in YOW decided it would be okay to accept a closure...