Pilot Report - O zi frumoasa de toamna in Alberta, Canada

Pilot Report – Beautiful Autumn in Alberta (PICS)

Hi everyone. It has been a while since I wrote a trip report so I decided to do another one for you. This year I’ve flown more than any other year, both as pilot and passenger, so I have lots of photos and topics. I will do a few other trip reports in the upcoming weeks as follows:

Calgary – Denver – Orlando (Frontier Airlines)
Calgary – Toronto – Boston (Air Canada / Air Canada Jazz)
Calgary – Los Angeles (WestJet)
Calgary – Denver – Boston (United Airlines)

However, until I have time to write them, I decided to share with you a short trip around Calgary. I’ve done another one that was similar to this, but I’m sure you all enjoy the photos; besides… we need more pilot reports here…

And now… the report:

Aircraft: DA40-180 Diamond Star
Reg: C-FNAC
Route: Calgary International – Bragg Creek – Elbow Falls, Alberta.
Crew: 1 (duh… it’s a single engine prop… what did you expect?)
Passengers: 1 (Marika N.)

A few weeks ago, my friend Marika visited Canada. She absolutely loves Calgary, so what better way to entertain her, than to take her up for a quick ride “around town”?

She lives in a rather small town in Trasilvania and doesn’t get too many chances to fly, let alone have the opportunity to see “how it works”. I’m sure the 9 hour(+) she spent from Frankfurt to Calgary was “enough flying”, but hey… you can’t compare. As much as I love our national airline a sight-seeing flight on a DA40 is much cooler than cattle class on Air Canada’s A333 flying across the pond… even if they offer that nice little bottle of (free) wine.

The night before I told checked the weather and I was bit skeptical that we’d be able to go. It was raining so I gave it a 50-50 chance. I guess luck was on our side and by the time I woke up the next morning, we only had some cloud lying around Calgary. No problem… We can handle that…

We arrived at the airport around 7:30am, so it was pretty early for both of us… especially for a Saturday. Lucky for us, we both called it a night around 10:00pm the previous day. I never go flying unless I have at least 7 hours of sleep. Safety is paramount to me and if I’m not well rested, I make mistakes… and in aviation these could be costly…

At the airport, I went through the mandatory paper work (W&B, Flight Plan, Insurance Papers, etc). The weather looked good, the aircraft was fueled up and with walk-around done, we were ready to start her up.

Front office…


Me on the wing of the DA40. Don’t worry… I’m only 170 lbs… It can take it


Fuel pump prior to engine star-up


View from the right side of the plane. Piper Aztec C-FNAD


Initially I got the ATIS information, then called up “Clearance Delivery” on 121.3. The transponder code assigned was 4603 (see photo) and my flight plan was approved & I’d be taking off runway 34.

Going through the check-list


Right side of the instrument panel.. Fuel Gauge, Engine Gauges, Transponder, Autopilot & the Garmin 530/430 GPS. (partial view)


I contacted ground on 121.9 and requested taxi clearance to the holding bay of 34, where I would complete my run-up. Shortly after tower 118.4 and I was asked to taxi to position and hold for traffic departing runway 28. Calgary’s two main runways (34-16 & 28-10) intersect each other and LAHSO is something that’s very common here. Once the WestJet 737 rolled through the intersection I was assigned 250 on the heading and restricted to 4500’. This is standard procedure for West VFR departures out of YYC.

Once in the air, after take-off checklist was performed, then tower switched me over to terminal control on 119.4. Terminal turned me toward Glenmore Reservoir and assigned me 5500 feet. Once over the “water”, it was 250 degrees once again and Springbank Tower on 118.2. It was a VERY busy day for Springbank’s controllers. We were cleared to 6000’ and direct Bragg Creek.

Downtown Calgary








Marika taking a break from filming




Right back to being a “reporter”


On our way toward the Rocky Mountains




Once over the town, we were cleared on route and followed the highway toward Kananaskis Country and Elbow Falls, which are at the foothills of the Rocky Mountains. The scenery was absolutely breathtaking. I never get bored of these flights… no matter how many I do. You can understand why Marika was mesmerized. Aside from filming, she didn’t say much, except “I can’t believe I’m doing this…”





Town of Bragg Creek, Alberta






Around Bragg Creek











We came back toward the town of Bragg Creek and called Springbank Tower once again, stating our intentions to return back to Calgary International. I had a “Standby November Alpha Charlie”. I circled west of the town for about 10 minutes before the controller go back to us. It was ridiculously busy. If one wouldn’t understand the chatter, you’d think you’re at LHR. (She had an awesome British Accent).

Heading back toward Springbank Airport






Once she had “room” for us, we were directed to follow the “Banff Coach Procedure”, which is a VFR call point for CYYC. Once there, we contacted Calgary Terminal, which instructed us to fly 070 and cleared us left base for runway 34. Once near the downtown core, it was Tower again on 118.4 which cleared us to land. The winds were light and I must brag... perfect landing... or as Marika said it “Better than Air Canada” HAHA… Well, I don’t think you can compare… but hey, I’ll leave that as is. The girl was impressed and what do I have to lose?


Over the city of Calgary




Canada Olympic Park, one of the sites of the 1988 Winter Olympic Games hosted by Calgary


Flying toward downtown Calgary (left base for runway 34)














Turning final for runway 34. You can see the “Deerfoot” freeway below us.




Final, runway 34


The golf course between 32nd Ave & McKnight Blvd.


Runway 34 is visible


Baseball park south of McKnight Blvd


Short final, runway 34






Taxi back to the Southeast Ramp
















We exited on runway 07 then contacted ground on 121.9. We were cleared to taxi via Charlie taxiway to the Southeast Ramp for shutdown.

After shutdown


Me after the flight


Marika’s excitement was quite obvious




Marika & I, after the flight




All in all, a pretty simple, uneventful, yet VERY enjoyable flight. I loved it… the girl loved it… and hopefully you guys like the photos. This isn’t my best effort toward a trip report, but I’m short on time, so you’ll have to settle for this.

Thanks a lot and hope to hear some comments from all of you.

Regards,

Vio Ludusan
Calgary, Canada

Super TR Vio!
Ne bucuram ca un astfel de trip report publicat pe a.net isi face loc si pe forumul nostru.

Multe zboruri line si fete cat mai dragute!

Hey Vio,
Great pilot report and outstanding pics. Good work, keep coming some other reports for the Romanian Spotters Forum!

Salut Vio
Am si eu cateva intrebari pe care vreau sa ti le adresez, respectiv cat de des zbori, si daca ai posibilitatea sa evectuezi zboruri de agrement oricand vrei tu? Inca un amanunt: Sunt mai lejere cursurile de pilotaj in strainatate ca cele din Romania? Ca doar pentru un insotitor de zbor trebuie sa scot 2000 EUR....dar ce sa mai vb despre cursurile de pilotaj, care ajung la 90.000 EUR.
Am auzit ca obtinerea unui brevet de pilot in SUA sau oriunde in tarile civilizate, este destul de rapida si usoara.
Foarte misto report-ul mai ales ca ai beneficiat si de compania tipei dragute. Dupa poze, a parut destul de lung zborul.
Aveai restrictie la altitudine? ca nu pareai mai sus de 3000 ft.
Oricum, te admir si esti un "model" in viata pentru mine. Sper sa faci si eu ceea ce faci tu.

Cayenne a scris:

Salut Vio
Am si eu cateva intrebari pe care vreau sa ti le adresez, respectiv cat de des zbori, si daca ai posibilitatea sa evectuezi zboruri de agrement oricand vrei tu? Inca un amanunt: Sunt mai lejere cursurile de pilotaj in strainatate ca cele din Romania? Ca doar pentru un insotitor de zbor trebuie sa scot 2000 EUR....dar ce sa mai vb despre cursurile de pilotaj, care ajung la 90.000 EUR.
Am auzit ca obtinerea unui brevet de pilot in SUA sau oriunde in tarile civilizate, este destul de rapida si usoara.
Foarte misto report-ul mai ales ca ai beneficiat si de compania tipei dragute. Dupa poze, a parut destul de lung zborul.
Aveai restrictie la altitudine? ca nu pareai mai sus de 3000 ft.
Oricum, te admir si esti un "model" in viata pentru mine. Sper sa faci si eu ceea ce faci tu.

Buna,

Mersi mult de complimente. Deci...

1. PPL – Private Pilot License

In timp ce faci PPL (Private Pilot License), nu ai voie sa efectuezi zbor de agrement. Cind zbori cu instructorul, totul este concentrat pe atrenament. Cind zbori singur (adica Pilot in Command, PIC) esti tot sub directia instructorului si de obicei repeti antrenamentul care il faci cu instructorul la zborul precedent. Pina cind nu obtii un PPL nu ai voie pentru a transporta pasageri.


In Canada, pentru a obtine un PPL ai nevoie de:


40 de ore de "Ground School" (teoretic)
28 ore Dual (cu instructor)
17 ore Solo
Clasa nr. 3 (medical)
Radio License
Examene scrise
Examen practic

Asta e absolut minim, si sa-ti spun sincer foarte putini reusesc sa faca chestia asta in 45 de ore. Media in Canada este intre 60 - 70 de ore. Pretul e in jur de 8,000 dolari Canadieni. Evident cele 40 de ore, sunt departe de ce ai nevoie (ca invatat). Trebuie sa inveti si “singur Trebuie studiat Navigation, Communication, Air Law, Meteorology, Human Factors & Pilot Decision Making), Aerodynamics, Theory of Flight + "Flight Trainig Manual" unde inveti tot felul de manevre.

Attitudes and Movements, Straight and level flight, Climbing, Descending, Turns, Flight for Range and Endurance, Slow Flight, Stalls, Spins, Spiral, Dives, Slipping, Take-Off, The Circuit, Approach and Landing, Illusions, Precautionary, Landings, Forced Landing, Pilot Navigation, Instrument Flying, Emergency Procedures
ATC Communication, etc.

Ca sa poti sa zbori solo, trebuie sa dai un test pentru Radio License, un test “P-Star” (Student Pilot and Air Regulation) exam si un test din POH (Pilot Operating Handbook).

Dupa ce termini cu tot antrenamentul si teoria, va trebuii sa primesti un “letter of recommend” de la instructor, pentru a fi eligibil sa te duci la “Transport Canada” sa dai examenul final teoretic si examenul practic cu un Transport Canada Examiner.




2. CPL – Commercial Pilot License

Dupa ce termini PPL poti sa incepi faza de “commercial training”, si asta e partea care poate fi si poate este cea mai frumoasa din scoala. Partea rea e ca este destul de greu si costa enorm de mult. Ca sa ai un CPL ai nevoie de

200 ore total time
100 ore ca si “PIC” (Pilot in Command)
35 de ore dual instructions
30 de ore solo
Un zbor de cel putin 300 mile nautice (550 km) de la aeroportul de plecare, si cel putin doua stopuri intermediare.
Curs teoretic (80 de ore de classa, minim), + multe si multe ore de invatat in plus.
Examen teoretic
Examen practic

Ce inveti e cam la fel ca si la PPL, dar cu mult mai in detaliu. De exemplu, pentu PPL “meteorologie” e doar un capitol. La CPL e un manual intreg. Meteorologia si Navigatia este mult mai grea, si odata ce ai inceput CPL vei face si fizica de aviatie.

Legea Aeronautica e mult mai in detaliu. Invei mult despre mai multe tipuri de “companii de aviatie” si regulamentele lor, ca de exemply, “duty time”, “rest times” , requirements for multi crew flights, etc etc etc.


Ca sa ajungi la cele 200 de ore, poti sa-ti faci si IFR Rating si Multi Engine Rating, si se pot pune ca experienta.

Dupa parerea mea este destul de greu. Cine ti-a zis ca e usor vorbeste prostii. Nici vorba ca ar fi mai usor in Canada sau USA decit in Europa. Daca e ceva mai usor decit in Europa e faptul ca nu e asa de scump. Aici un CPL cu Multi IFR este inre 50,000 – 60,000 de dolari. Am pus citeva poze mai jos sa vezi cam cite carti trebuie sa inveti sa iei CPL cu un Multi IFR Rating.


Asa deci, sper sa ti-am raspuns la citeva intrebari. Daca mai ai, te rog spune. O sa-ti raspund.


Ce sa mai zic? In reportul care l-am scris, am zburat de la Calgary la Bragg Creek. Am zburat cam la 7,000 feet ASL (Above Sea Level), deci vreo 3,000 AGL (Above Ground Level). Restrictie de zbor este in Calgary si in Springbank, deoarece este Class C airspace. Deci tot ce vrei sa face ai nevoie de aprobare de la Air Traffic Control. E okay ca sunt destul de okay tipii. Foarte rar te refuza.

omg, cate carti ! dar era oarecum de asteptat. si pretul pentru CPL e mai jos de 80 000 EURO ce am auzit eu, super

multumim mult pentru detalii si munca pe care ai bagat-o in raspunsul asta, se vede ca esti pasionat tare. Rispect !

Capt_Vio a scris:

Clasa nr. 3 (medical)

Poate la asta as fi trecut si eu de oftalmologic.
La voi pt ce categorie de licenta se cere clasa 1 medical?

RATus a scris:

omg, cate carti ! dar era oarecum de asteptat. si pretul pentru CPL e mai jos de 80 000 EURO ce am auzit eu, super

multumim mult pentru detalii si munca pe care ai bagat-o in raspunsul asta, se vede ca esti pasionat tare. Rispect !

Ah, mersi. Motivul pentru pozele cu cartiile e sa arat ca totusi se face scoala in America. Cu toate ca multa lume are impresia ca aici e jucarie. Intradevar, liceul e mai usor decit in Romania, dar scuza-ma, facultatea e la fel de grea, daca nu mai grea ca in Romania. Nu suport cind emigrantii Romani vin aici si zic "Pai asta-i scoala?" Inclusiv ai mei au zis-o, dar au observat ca defapt nu stau asa lucrurile. Pina la urma, sa nu uitam ca USA si Canada sunt printre primele tari din lume, si pun pariu ca sistemul de educatie are mult de a face cu asta.

In Romania mi se pare un abuz (in liceu) sa inveti atitea porcarii care cu adevarat n-ai nevoie de ele.

airbusA380 a scris:

La voi pt ce categorie de licenta se cere clasa 1 medical?

Class 1 Medical e pentru Commercial Pilot License (CPL) si Airline Transport Pilot License (ATPL). Clasa 3 e pentru Private Pilot License (PPL).

Class 1 Medical = o data pe an < 40 de ani
= o data la 6 luni > 40 de ani


Class 3 Medical = o data la 5 ani < 40 de ani
= o data la 2 ani > 40 de ani

Dar ca sa faci o scoala de aviatie iti trebuie clasa 1 sau e suficient clasa 3? Sau depinde pt ce tip de licenta vrei sa faci scoala? De exemplu la noi scoala cere din start examen medical clasa 1.

airbusA380 a scris:

Dar ca sa faci o scoala de aviatie iti trebuie clasa 1 sau e suficient clasa 3? Sau depinde pt ce tip de licenta vrei sa faci scoala? De exemplu la noi scoala cere din start examen medical clasa 1.

Deci, cum am zis si in mesajul de mai sus:

Pentru Commercial Pilot License si Airline Transport Pilot License ai nevoie de Clasa 1.


Pentru Private Pilot License, e de ajuns 3.

Pfoaaaa!

Bravo Vio! Felicitari!

Asteptam in continuare cat mai multe report-uri de genul asta!