Looks like YCD Radio will be making many more radio calls than the random GA and Jazz aircraft. Unless they decide to remove that and install a tower.. . wrote:No not Vital.
Even if they operate only 25 that will make Nanaimo a real zoo traffic wise.
The rumor is Cessna 172's.
New Chinese flying school in Nanaimo?
Moderators: Right Seat Captain, lilfssister, North Shore, sky's the limit, sepia, Sulako
Re:
Re: New Chinese flying school in Nanaimo?
It was a good learning experience for my student one night last October when we were given 34 as the prefered runway... I questioned this as IMO this meant a considerable tailwind! But the operator was insistent.
I told my student to prepare for a go around.... We did, I told the FSS operator what the wind was really doing and requested a couple of circuits on 16.
The next aeroplane arrived to a prefered runway 16!
It was a good exercise in PDM.
Then I had egg on my face as I took the DA20-C1 to Langley one morning...
All the wind indications were for a strong wind from the south, I'd taken off from CZBB with a gusty wind from the south on 12.
The drift to Langley, smoke, and water all said wind from the south...
Langley cleared me left base for 01 and it just didn't click, the aviator sense was firmly on 19 and I thought it unusual to be asked to join left downwind for 19!
I realised my mistake early and called left base for 01, but I could not get down... I went around!
I requested 01, was refused. I read the 15 knot headwind on the 'downwind leg', still 01 was the runway.
I read the 15 knot tailwind on finals... I'd extended downwind a little and still I needed to slip like mad!
On the surface there was a light crosswind... Langley is sheltered by the rising ground on its south side.
A discussion with Ground on 121.9 was made... The concern was not for the landing and the positive wind shear on finals, but for the negative windshear on departure this wind produces and the consequent shallow climb angle.
Nanaimo in the previous example can only give advice, and should not be as firm in that advice. The wind was from an unusual direction and it's effect on the exposed runway different to perhaps where FSS gets its wind information.
Langley has full ATC, and makes its instructions, but sometimes the wind above the trees is very different to what it is at the surface.
I told my student to prepare for a go around.... We did, I told the FSS operator what the wind was really doing and requested a couple of circuits on 16.
The next aeroplane arrived to a prefered runway 16!
It was a good exercise in PDM.
Then I had egg on my face as I took the DA20-C1 to Langley one morning...
All the wind indications were for a strong wind from the south, I'd taken off from CZBB with a gusty wind from the south on 12.
The drift to Langley, smoke, and water all said wind from the south...
Langley cleared me left base for 01 and it just didn't click, the aviator sense was firmly on 19 and I thought it unusual to be asked to join left downwind for 19!
I realised my mistake early and called left base for 01, but I could not get down... I went around!
I requested 01, was refused. I read the 15 knot headwind on the 'downwind leg', still 01 was the runway.
I read the 15 knot tailwind on finals... I'd extended downwind a little and still I needed to slip like mad!
On the surface there was a light crosswind... Langley is sheltered by the rising ground on its south side.
A discussion with Ground on 121.9 was made... The concern was not for the landing and the positive wind shear on finals, but for the negative windshear on departure this wind produces and the consequent shallow climb angle.
Nanaimo in the previous example can only give advice, and should not be as firm in that advice. The wind was from an unusual direction and it's effect on the exposed runway different to perhaps where FSS gets its wind information.
Langley has full ATC, and makes its instructions, but sometimes the wind above the trees is very different to what it is at the surface.
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Chuck Ellsworth
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Re: New Chinese flying school in Nanaimo?
Been thinking about the wind thing and remembered one evening sitting in the water in a PBY unloading freight into canoes in Port Harrison on Hudson Bay, it was early Oct and one of our last trips up Hudson Bay.
Just as we finished unloading we saw a real wicked looking line squall coming at us and immediately closed the cargo door and fired up the engines.
We were drifting behind a small island during the unloading and were now quite a way down wind from the island.
Anyhow we got take off temps just as the line squall hit with moderate snow and a howling wind.
The FSS was only about half a mile away and as I opened the throttles he gave me the wind as 76 knots...that was the shortest take off I ever did in a PBY as it just went up on the step and into the air in about two waves.
Oh the joys of flying in the far north.
That was 1972 and we were doing some part time flying for Austin Airways after a long summer of water bombing...my time sure flies.
Just as we finished unloading we saw a real wicked looking line squall coming at us and immediately closed the cargo door and fired up the engines.
We were drifting behind a small island during the unloading and were now quite a way down wind from the island.
Anyhow we got take off temps just as the line squall hit with moderate snow and a howling wind.
The FSS was only about half a mile away and as I opened the throttles he gave me the wind as 76 knots...that was the shortest take off I ever did in a PBY as it just went up on the step and into the air in about two waves.
Oh the joys of flying in the far north.
That was 1972 and we were doing some part time flying for Austin Airways after a long summer of water bombing...my time sure flies.
The most difficult thing about flying is knowing when to say no.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
Re:
It is a statement based on seeing many engine failures and grounded aircraft at MFC, I graduated my instructor class with a guy who went to work at moncton and had an engine failure within 3 weeks of working there. Eclipses with the altitude compensating fuel system cannot be, spinned, stalled, or slipped (strait from the newest manual), basically anything other than strait and level flight. So how are these viable training aircraft? Now if you remove the system they are apparently fine, and nice aircraft to fly. I have since had to eat my words as many schools are leaning towards diamond aircraft and i have been hired on to fly them. The ones I am flying do not have the previously mentioned fuel system and I am hopeful they will be fine.Rudder Lock wrote: Honestly, what kind of statement is that? especially since you are obvously a newbie at the pilot thing. How can you have possibly gained enough experience to make a blanket statement about a certain make or model of aircraft. Now having said that, i have never fown a diamond but i do know that people are buying them and the operators making the decisions to purchase such airplanes arent all stupid. the aircraft obvously have some features that make them suitable to fill some niche in the aviation market. whether that be the catana for training or some other type for privite owners or whatever. I am not sure i have ever come accross an airplane that i would NEVER fly, i just encounter planes that need different considerations before you put you a$$ in them.
Just my piece,
Rudder Lock is correct I am a "newbie" to aviation as a career. C-GGGQ is the ident of a King Air B200 which I have had the pleasure to fly, It was my grandfathers aircraft (he captained it since before I was born) and I would get fequent flights in it when it needed to be taken away for maintenance. However as stated above I am not coming from a position of ignorance or hearsay, and I now will be flying the latest model of diamond which is supposedly fixed, and certified for everything training wise. I have yet to be checked out (sometime this week but the weather has been bad). I am hopeful they will be a fine trainer, but I still have my reservations.Oh, and Rudder Lock, something tells me C-GGGQ is not a newbie, considering the aircraft is a King Air.
Re: New Chinese flying school in Nanaimo?
Our DA20-C1 was fixed by the factory last month... It now has the premod fuel injection system and seems to be fine.
The DA20-A1 has two altitude compensating carburettors but the 912 engine is a more advanced engine.
We will have two A1s online soon and it will be interesting to see how they compare operationally.
One thing to remember about the DA20, it is a spinnable aeroplane. The spin is done from a power off entry without any need to flick/snap the aeroplane into the spin.
It is not a Cessna! The Cessna needs persuasion to get into a spin, you either go in with power or you flick it in, and then it does not do a true spin.
The Cessna 152 power off is in a spiral dive after the first revolution, the Cessna 172 will do half a turn at most.
Many people tell me they did three turn spins in the C152; they did one turn of a spin and two turns of a spiral and used spin recovery technique to recover from a spiral!
The interesting thing about the DA20 and the DA40 is that after the stall recovery is initiated you lose elevator authority. You have no elevator control for a couple of seconds after the pitch down has been initiated.
For me this gives an uncomfortable feeling, for many they don't even notice it.
The DA20-A1 has two altitude compensating carburettors but the 912 engine is a more advanced engine.
We will have two A1s online soon and it will be interesting to see how they compare operationally.
One thing to remember about the DA20, it is a spinnable aeroplane. The spin is done from a power off entry without any need to flick/snap the aeroplane into the spin.
It is not a Cessna! The Cessna needs persuasion to get into a spin, you either go in with power or you flick it in, and then it does not do a true spin.
The Cessna 152 power off is in a spiral dive after the first revolution, the Cessna 172 will do half a turn at most.
Many people tell me they did three turn spins in the C152; they did one turn of a spin and two turns of a spiral and used spin recovery technique to recover from a spiral!
The interesting thing about the DA20 and the DA40 is that after the stall recovery is initiated you lose elevator authority. You have no elevator control for a couple of seconds after the pitch down has been initiated.
For me this gives an uncomfortable feeling, for many they don't even notice it.
Re: New Chinese flying school in Nanaimo?
Cessnas do one thing well: descend.
I personally found the 150/152 to do great spins.
Here is a 152 doing a 60 turn spin:
http://www.vidilife.com/video_play_1000 ... na_152.htm
I personally found the 150/152 to do great spins.
Here is a 152 doing a 60 turn spin:
http://www.vidilife.com/video_play_1000 ... na_152.htm
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Chuck Ellsworth
- Rank 11
- Posts: 3074
- Joined: Sat Sep 22, 2007 6:49 am
- Location: Always moving
Re: New Chinese flying school in Nanaimo?
I had a video camera mounted in my Aerobat on a camera tripod in exactly the same position as a teaching aid.....but the resolution was much much better than that video.
The most difficult thing about flying is knowing when to say no.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
After over a half a century of flying I can not remember even one trip that I refused to do that resulted in someone getting killed because of my decision not to fly.
Re: New Chinese flying school in Nanaimo?
Only on the new ones without the altitude sensing fuel system, if you get the system fixed then you can slip and stall it but still no spins.MichaelP wrote:One thing to remember about the DA20, it is a spinnable aeroplane. The spin is done from a power off entry without any need to flick/snap the aeroplane into the spin.
.
Quote from Diamond DA20 POH
2.9
APPROVED MANOUVERS
a) all normal flight manouvers
b) Lazy eights entry 116 KIAS
Chandelles entry 116 KIAS
Steep turns in which the angle of bank does not exceed 60
c) Spinning NOT approved for aircraft with altitude compensating fuel system
d) Spinning (with wing flaps UP) approved for aircraft NOT equiped with altitude compensating fuel system
e) Stalls NOT approved for aircraft equiped with altitude compensating fuel system and not in compliance with MSB DAC1-73-05 latest approved revision
f) Stalls (except whip stalls) approved for aircraft NOT equiped with altitude compensating fuel system
g) Stalls (except whip stalls) approved for aircraft equiped with altitude compensating fuel system in compliance with MSB DAC1-73-05 latest approved revision
h) Intentional side slips, except as required for landing, NOT approved for aircraft equiped with altitude compensating fuel system and not in compliance with MSB DAC1-73-05 latest approved revision.
Re: New Chinese flying school in Nanaimo?
All aircraft in Canada have to be fixed.
I understand it's optional on the American aircraft.
I was told the altitude compensation system was a USAF requirement.
You can't train pilots in Canada in the C1 with the -B17 engine, and so the above should not apply.
I understand it's optional on the American aircraft.
I was told the altitude compensation system was a USAF requirement.
You can't train pilots in Canada in the C1 with the -B17 engine, and so the above should not apply.
Re: New Chinese flying school in Nanaimo?
on the topic of C-GGGQ being a newbie, I stand corrected. 
as for me being a newbie, not quite. just a well informed 200hr wonder
as for me being a newbie, not quite. just a well informed 200hr wonder
Gravity lands us, we just make it look good.
