Author: Stanley

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Real life stories as a flight service specialist (FSS): Iqaluit FSS

Carrying a .357 Magnum to Iqaluit

(Precedent document: Aviation photography: Rouyn-Noranda aircraft photos during 1986-1988 (Part three of three)

In 1988, I left Rouyn-Noranda for the Transport Canada flight service station, on Baffin Island. Iqaluit is Nunavut’s Capital and a designated port of entry to Canada for international air and marine transportation. Located at the crossroads of both polar and high North Atlantic air routes, Iqaluit airport can handle any type of aircraft.

I had to learn new tasks linked to ICAO responsibilities toward international air traffic crossing the Atlantic Ocean, as well as continue to act as a flight service specialist (FSS) and provide air traffic services.

The departure would be made from the Montreal Pierre-Elliott-Trudeau international airport. I decided to bring my .357 Magnum revolver with which I had been training for several years. Official papers authorized me to carry the gun from my home to the Montreal airport. Once there, I headed to a counter where an agent gave me another document allowing me to carry the revolver in the Nordair Boeing 737 leaving for Iqaluit.

There was no stipulation that the gun had to be left in the cockpit. I went through the security zone. The .357 Magnum was in a small case, in an Adidas sport bag. The bag was put on a moving strap, like any other hand luggage, in order to be checked by a security agent. The bag was not open by the agent; he looked at the screen, saw what was in the bag and that was it. I thought at the time that he might have received special instructions that I knew nothing about.

I was a bit surprised at the easiness with which I could carry a gun, but having never tried it before, since I was not a policeman, I concluded that it was the way things were done when all the papers and requests had been filed accordingly. The screening process being completed, I went outside and walked towards the Boeing 737.

A female flight attendant was greeting all the passengers. I presented her my airplane ticket just as I was ready to board the plane and she immediately asked me if the gun was in the bag I was carrying, and if it was loaded. My answers being acceptable, she invited me to go to my seat.

Once comfortably seated, I placed my Adidas bag under the front passenger’s seat instead of the elevated compartments along the aisles. I wanted to be able to see the bag at all times. The airplane took-off and it was a smooth flight to Iqaluit.

Three years passed and came the time to be transferred at the Transport Canada flight service station in Québec City (CYQB). The world had certainly changed during those three years isolated up in the Arctic. In 1989, Marc Lépine got known for the massacre, with a firearm, of fourteen women studying at the Montreal Polytechnic School.

I headed to the Iqaluit RCMP office in order to fill the appropriate documents that would allow me to carry the gun back to Québec City, a gun that would be sold few months after my arrival at destination. The police officer signed the papers and told me that the revolver would be kept in the Boeing 737’s cockpit.

I asked him, in case it was still allowed, if I had the liberty to carry it in my bag and put it under the front passenger’s seat, like I did for the inbound flight. He looked at me and clearly did not believe a word I had just said. But that did not matter. The gun would travel in the cockpit with the pilots and I would claim it once at destination.

When I think again about this story, almost thirty years later, I realize how the world has dramatically changed. There was a time where I could head to the Montreal international airport with my family to watch the landings and takeoffs from an exterior elevated walkway opened to the general public. From this same walkway, chimney smokers would negligently throw away their still smoking cigarette butts in an area where fuel trucks were operating.

The airport’s management eventually forbid the access to the outside walkway after having received too many complaints from passengers who rightfully claimed that their suitcases had been damaged by cigarette butts thrown from the walkway…

(Next story: Iqaluit and the old American military base)

For more real life stories as a FSS in Iqaluit, click on the following link: Flight service specialist (FSS) in Iqaluit

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Real life stories as a flight service specialist (FSS): Rouyn-Noranda FSS

Aviation photography: Rouyn-Noranda aircraft photos during 1986-1988 (Part 3 of 3)

Here is the third group of aircraft photos taken at the Rouyn-Noranda airport (CYUY) during 1986-1988, while I was working as a flight service specialist (FSS). Those are not fancy pictures but they nonetheless provide a representative sample of what was flying over the Abitibi region during those years. As such, they are part of the Quebec Province aviation history. You have possibly discovered some company names and colours already in the last two aviation photography documents published on June 29th and July 11 th 2015.

I took those photos with an old Pentax KX, using Kodachrome film. Many types and categories of aircrafts and helicopters are included: private, commercial, corporate, government, etc. I am convinced that some pictures will bring back memories to older pilots.

In this third and final group of photos, you will find: Québecair Convair, Noranda Mines Lear 25 C-GZIM, Propair Hugues 500D C-GDFF, Mitsubishi MU-2 C-GAUR, Transport Canada DHC-8-102 C-GCFJ, Government of Canada CP-140 Aurora, Cessna C-425 Conquest 1 C-GLAD, Hugues 300 C-GBUM, Cessna C-210 C-GVYD, Inter-Canadien Fokker F-28-1000 C-GQBR, Viking Bell 212 C-GFQN, Air Creebec C-402, Hélico Mont-Laurier Enstrom C-GNUZ, Kelner Airways C028B Caravan 1 C-FKAL, Cessna C-172 C-GUCU, Nordic Bell 206l C-FARV, Cessna C-172 C-FBOI, Cessna C-175 C-FKVE, Scout Chief C-FXGS, Noranda Mines Beech 300 C-GPKP, Québec Aviation Commander 840 C-GPVE, Piper PA-32-300 C-GBRZ, Piper Cherokee 140E C-FTVV.

For more real life stories on the Rouyn-Noranda flight service station and flight service specialists, click here:

Real life stories as a FSS in Rouyn-Noranda

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Flight Simulation

A serious training session is mandatory with the Pilatus PC-21 before attempting a landing in Fairoaks

A Pilatus PC-21 aircraft over Shoreham, United Kingdom
A Pilatus PC-21 aircraft over Shoreham, United Kingdom
Near the Fairoaks airport, United Kingdom. Flaps and gear down on the Pilatus PC-21
Near the Fairoaks airport, United Kingdom. Flaps and gear down on the Pilatus PC-21

The IRIS Pilatus PC-21 Pro Training Series is a high performance aircraft. It is equipped with a five blade graphite propeller as well as a Pratt-Whitney PT6A-68B engine able to develop 1600 SHP. Until the PC-21 was created, there were only jet aircrafts that could provide such performance when it comes to pilot training. The PC-21’s maximum airspeed is 370 knots, its service ceiling 38,000 feet and it can climb at a rate of 4000 feet/minute.

PC-21 aircraft near the Fairoaks airport, United Kingdom
PC-21 aircraft near the Fairoaks airport, United Kingdom

The above sequence of pictures represents a familiarization flight with that aircraft, before trying to attempt to land in Fairoaks. I have included this flight under the “flight simulation” section of the site, under “standard virtual flights”.

PC-21 turning final for Fairoaks airport, United Kingdom
PC-21 turning final for Fairoaks airport, United Kingdom

The takeoff was done from Southampton and the route included Shoreham, Gatwick, Heathrow to finally end in Fairoaks. Along the route, different exercises were practiced like slow flight, inverted flight and other manoeuvers that allowed to learn the behavior of the machine under all kind of configurations.

PC-21 aircraft on final for the Fairoaks airport, United Kingdom
PC-21 aircraft on final for the Fairoaks airport, United Kingdom
A PC-21 aircraft and the Fairoaks airport, United Kingdom
A PC-21 aircraft and the Fairoaks airport, United Kingdom

IRIS created that virtual Pilatus. ORBX is responsible for the Southampton, Shoreham and Fairoaks virtual airports, as well as sceneries generated by their well known Global, Vector, Open LC and Trees HD products. FSX was used for the flight. Clouds were generated by REX and CumulusX. For an even more realistic experience, UK2000 virtual airports like London Gatwick and London Heathrow could have been used since they are of excellent quality.

Pilatus PC-21 on the Fairoaks airport (FSX)
Pilatus PC-21 on the Fairoaks airport (FSX)

Beware of the approach in Fairoaks. There are trees near the threshold of the runway and the landing surface is relatively short, measuring only 813m (2667 feet). Flying an aircraft equipped with such a powerful engine and whose stall speed approximates 150 kmh with flaps and gear down will require much attention on the approach. It will be the difference between a successful landing or having your name in the first page of Fairoaks local newspaper the next day.

For other ideas of virtual flights that do not require a lot of experience, click on the following link: Standard virtual flights

For more articles on flight simulation on my web site, click on the following link : Flight simulation

Good luck!

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Real life stories as a flight service specialist (FSS): Rouyn-Noranda FSS

Aviation photography: Rouyn-Noranda aircraft photos during 1986-1988 (Part two of three)

Here is the second group of aircraft photos taken at the Rouyn-Noranda airport (CYUY) during 1986-1988, while I was working as a flight service specialist (FSS). Those are not fancy pictures but they nonetheless provide a representative sample of what was flying over the Abitibi region during those years. As such, they are part of the Quebec Province aviation history. You have possibly discovered some company names and colours already in part 1 of 3, published on June 29th 2015.

I took those photos with an old Pentax KX, using Kodachrome film. Many types and categories of aircrafts and helicopters are included: private, commercial, corporate, government, etc. I am convinced that some pictures will bring back memories to older pilots.

In this second part, you will find the following: Ailes de Charlevoix Commander 500S C-GAYR, Propair C-310 C-GAFO, Voyageur Airways BE-10 C-GISH, Skycharter FA-20 C-GSKQ, SEBJ Convair 580, Québecair SA226-TC-MetroII C-GKFS, Nordair-Metro CV-580, Noranda Mines Gulfstream 1 C-FNOR, Government of Canada Challenger 601 for VIP, Cessna C-150 C-FRGC, Canadian Pacific B737-200 C-GNDM, Government of Québec FA-27 C-FPQI, Government of Canada GRC C-208 Caravan 1 C-FMPB, Normick-Perron helicopter Bell 206B C-GAKN, Beech Sierra BE-24 C-FZYD, Astar 350 Écureuil and Dighem, Air Dorval Westwind, Air Charters PA-31 C-GBMX, Air Canada DC-9.

For more real life stories on the Rouyn-Noranda flight service station and flight service specialists, click here:

Real life stories as a FSS in Rouyn-Noranda

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Photography Ship photography

Ship photography: Yilmar’s YM Saturn approaching Quebec in 2014

Ship photography: the YM Saturn, owned by Yilmar, is approaching Quebec City in 2014
Ship photography: the YM Saturn, owned by Yilmar, is approaching Quebec City in 2014

The YM Saturn is a merchant navy ship carrying chemical products. The owner is Yilmar Shipping and Trading, from Istanbul, Turkey. It was built in 2007 and uses the Malt flag throughout its international trips. You can see it here, approaching Quebec City, in 2014. In the background, the Île d’Orléans bridge is visible.

In order to frame the vessel differently during its approach toward Quebec City, I positioned myself at the corner of Buade Street, in Old Quebec. The street and surroundings trees and branches offered a natural frame in which it became possible to position the ship. Weather conditions were constantly changing, with rain showers that allowed to get a more lively street. The ship was far away, but the compressed perspective effect created by a Canon 70-200mm 2.8 coupled with a 2X extender gives a feeling of proximity.

For other ship photos posted on my website, click on the following link:

Ship photography

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Real life stories as a flight service specialist (FSS): Rouyn-Noranda FSS

Aviation photography : Rouyn-Noranda aircraft photos between1986-1988 (Part 1 of 3)

Here are few aircraft photos taken at the Rouyn-Noranda airport (CYUY) during the 1986-1988 period, while I was working as a flight service specialist (FSS). Those are not fancy pictures but they nonetheless provide a representative sample of what was flying over the Abitibi region during those years. As such, they are part of the Quebec Province aviation history. It is possible that you might see some of the company names or colours for the first time.

I took these photos with an old Pentax KX, using Kodachrome film. I intend to publish the three series over the next few weeks. Many types and categories of aircrafts will be included: private, commercial, corporate, governmental, military, etc. I am convinced that some pictures will bring back memories to older pilots.

In this first part, you will find the following: Tim Hortons AC6T, Sunwest Lear 35 C-GVVA, Québec Aviation SW4 C-GQAP, Propair DHC-3 C-FOOH, Government of Québec HS-125 C-FSEN, Trans North Air helicopter Bell 47G3B2 C-FQJY, Government of Québec DC-3, Conquest Flight Group C-411 N88727, Cité Express DHC-7 C-GHRV, Government of Canada CL-601 C-GCFI, Manitoulin Air Service C185F C-GTLO, Central Airways BE-20 C-FANG, Canadian Pacific B737-200 C-FCIP, Bellanca Scout C-GPKB, Aérospatiale Écureuil AS-350, Austin Airways BAE-748 C-GGOO, Viking AS-350 C-GBPS, Air Dorval SW2, Air Canada B-727, Aero-Commander C-GOTL.

For more real life stories on the Rouyn-Noranda flight service station and flight service specialists, click here:

Real life stories as a FSS in Rouyn-Noranda

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Terrorism

Le Califat du sang

Le Califat du sang, de Alexandre Adler
Le Califat du sang, de Alexandre Adler

Le Califat du sang

Islamic State, Daesh and ISIS: three names that represent the same terrorist group

In order to avoid any confusion, the author, Alexandre Adler, immediately makes clear that three names represent the same group: Islamic State, Daesh and ISIS. He explains what the ultimate goal of ISIS is: to establish a Caliphate on the Levant, a territory that spreads from Mediterranean to the Persian Gulf and that includes Lebanon, Syria, Iraq and Palestine.

The concept of “caliphate” and the reasons behind the desire to re-establish it are explained clearly.

Changes in the balance of power between Sunnis and Shiites

ISIS uses decomposing zones to settle. The group feeds on very high tensions created by increased inequality between two groups: Sunnis and Shiites. The Sunnis, a more conservative religious group, has lost a lot of influence following Saddam Hussein’s death. Today, there is an effort to ensure that the leaders in charge of Iraq take into consideration the interests of both groups.

Radical movements look for dissatisfied people

Sunnis are aware of the increasing strength of the Shiite axis: Beirut, Damascus, under Bachar Assad, Bagdad under Maniki, and Iran, who is inhabited by a vast majority of Shiites. Acting on the new imbalance of powers, ISIS has managed to recruit military officers as well as dissatisfied Sunnis and Arab tribe’s chiefs.

The author insists on the fact that radical movements basically dig in the dissatisfied crowd, the left aside individuals. He gives another example of a situation that is almost certain to create dissatisfaction: colonization.

Dividing a territory without taking into account the human factor

Colonization modifies the balance of power within a population. The author being French, he writes about the way France intervened in Sahara, dividing the territory without taking into account the human factor. As new boundaries were being drawn, the Touareg tribe was suddenly divided in three. This tribe refusing to obey to a new authority, in this case the Malian government, tensions built up and increased with time, since no acceptable compromise could be found.

From Libya,  dictator Gaddafi understood that he could take advantage of the situation. He started supporting the Touareg resistance movement. After Gaddafi was killed, the Touareg looked for support by getting closer to jihadists. Progressively, a historically autonomous tribe became a friendly land for jihadists.

Between Al Qaeda and ISIS, Boko Haram chooses ISIS

The author explains that in Nigeria, Boko Haram was born of internal tensions between the north side of the country, which holds the political power, and the south where the population benefits from revenues generated by vast petroleum resources. In 2014, Boko Haram chose to fight along ISIS. Why? ISIS, contrary to Al Qaeda, wants a total war against the Shiites. Boko Haram picked the most radical movement.

Appearance and disappearance of the caliphal power

The caliphal power establishes a theological and political continuity of the State created in 622 by the Prophet in Medina. The author explains the reasons for the multiple appearances and disappearances of that caliphal power since the year 622. The last change was brought in 1923, when Mustapha Kemal abolished the caliphate.

Which religious group represents the real Islam?

Tensions exist between Sunnis and Shiites about the caliphate and the group which really represents the real Islam. This division dates from centuries ago. Shiites consider that Ali, the fourth successor of the Prophet, was victim of a plot at a time when he was attempting to achieve a moral and state straightening of Islam. Shiites consider that they are the real Islam beholders. They have been defending that point of view for centuries, even through Sunnis persecutions against them.

Shiites are against an early reestablishment of the caliphate

The author explains the profound differences of opinion as for the philosophic, theological and political views between both groups. Because of those reasons, Shiites are against an early reestablishment of the caliphate, which leads the most radical Sunnis, and through them ISIS, to lead a total war against them.

The Sunni axis is represented by Saudi Arabia and Egypt, although there is a degree of rivalry between those two countries.

Saudi Arabia’s fear

Saudis fear the birth of a powerful Shiite political movement on their territory. They estimate that there would be a risk to lose the control on oil installations, which constitute the base of Saudi Arabia’s economic wealth. The author writes that Saudis are financing “[my translation] all the anti-Shiites movement in the Arab world, including the Sunni jihad in Iraq”.

The return of Iran

The return of Iran, a Shiite power, on the world stage, adds to an already complex equation. The reader is told that there are natural tensions between Persian Iran and the Arab world. But there is something else: Iran, as well as few other countries in the region, is now supporting more moderate policies: “[my translation] Iran is radically changing its orientation and now prepares his return on the world stage as a more open country, pluralist, supporting a Shiite democracy. Although this is not a perfect democracy, the country is now living its perestroika”.

A fight between extremism and moderation

The adoption of more moderate positions is far from pleasing an extremist political group like ISIS. The 2013 americano-iranian agreement on nuclear talks, and the continued progress made in 2015, corresponds to a net increase in terrorist acts committed by ISIS.

Atrocities against humanity set in an historical context

The Medias constantly report on the atrocities perpetrated by ISIS. According to the author, all that media attention gives a false impression on the real strength of Islamic State: ISIS would now be down to committing those terrible acts against humanity due to its relative weakness.

The author links ISIS actions with war crimes and atrocities perpetrated by other regimes throughout decades. He situates those actions at a time that always corresponds to a last attempt to survive before being completely defeated and replaced by modern and moderate political parties.

A little reserve

The only reserve I have on the book concerns the passage where the author repeats, without nuances and like other well-known Medias, that Ben Laden is responsible for the New York 9/11 attacks. This version of facts has always been strongly debated, the disagreements starting within hours after the attack. And, contrary to popular belief, it was not brought forward only by what we call the “conspirationists”. But everyone knows that the more you repeat something, the more it becomes a reality, an undisputable truth. Noam Chomsky and other renowned authors have covered this aspect at length.

Title: Le Califat du sang
Author: Alexandre Adler
Edition: Grasset&Fasquelle, 2014.
ISBN : 978-2-246-85457-9

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Real life stories as a flight service specialist (FSS): Rouyn-Noranda FSS

A wedding anniversary in a hot air balloon (C-GFCM)

Summer 1988. I only had few months left as a Transport Canada flight service specialist (FSS) in Rouyn-Noranda (CYUY) before being transferred to Iqaluit, an isolated Arctic post in the Nunavut, Canada. That summer, during my annual holidays, I took few days to drive to St-Jean-sur-Richelieu, just in time for my parent’s wedding anniversary.

We thought of offering them a ride in a hot air balloon. The balloon would lift from a field facing the St-Jean-sur-Richelieu Cégep.

Hot air being blown in the balloon C-GFCM in preparation for the flight from the Cégep de St-Jean-sur-Richelieu terrain, 1988
Hot air being blown in the balloon C-GFCM in preparation for the flight from the Cégep de St-Jean-sur-Richelieu terrain, 1988

The winds were favoring a flight path that would allow the crossing of the Richelieu River. The pilot would profit from that opportunity since the crossing of that river is very popular with the city’s inhabitants. We just hoped that the wind direction would not change while the balloon was over the water.

The amount of propane gas being limited, the flight would have to be at a quick enough pace to allow the pilot to get away from Iberville’s buildings once on the other side of the river. I don’t think my parents were worried about those details. I imagined that their anxiety was instead building up at the same time as the balloon envelope was gaining volume.

Hot air balloon C-GFCM in St-Jean-sur-Richelieu 1988
Hot air balloon C-GFCM in St-Jean-sur-Richelieu 1988

As soon as the balloon lifted off, it drifted towards the river. This would allow the pilot to touch the river with the basket, something he did twenty minutes later with great ability.

The hot air balloon C-GFCM is now airborne in St-Jean-sur-Richelieu, (1988)
The hot air balloon C-GFCM is now airborne in St-Jean-sur-Richelieu, (1988)
Hot air balloon C-GFCM over the Richelieu river in Québec, about to touch the water. (1988)
Hot air balloon C-GFCM over the Richelieu river in Québec, about to touch the water. (1988)

The balloon then regained altitude, just high enough to skim over a corn field on the other side of the river. We were following the balloon’s path by car. We used all the shortcuts available, and were creative when it came to following traffic rules and road signs.

Hot air balloon C-GFCM and an old Quebec farm (1988)
Hot air balloon C-GFCM and an old Quebec farm (1988)

About one hour later, the pilot started the descent. The balloon landed without problem in a field. When essential manoeuvers were completed, he surprised us by pulling few items out of the basket: a small folding table, a red-checked tablecloth and glasses for everyone.

The evening was a complete success. Somewhere in the countryside, just before night time, we celebrated with a bottle of champagne…

For more real life stories on the Rouyn-Noranda flight service station and flight service specialists, click here:

Real life stories as a FSS in Rouyn-Noranda

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Photos of Canada Photos of Quebec

Montreal’s buildings on a black Lamborghini

Reflections of buildings and sky on a Black Lamborghini
Reflections of buildings and sky on a Black Lamborghini

I took this picture using a Canon 5d MKII with a Canon 14 mm 2.8L lens while walking on Crescent Street in Montreal, just few days before the Canadian Formula 1 Grand Prix 2015. All kind of festivities had been organized on Crescent and Peel streets to celebrate the 2015 edition of the Grand Prix.

Montreal’s buildings are reflecting on a black Lamborghini. I know that the car looks blue, but that color is only the result of the sky’s reflection. This intense reflection was a personal choice available through the use of a polarizer.

The only remaining aspect was the composition: I had to position the camera in such a way that the buildings followed the Lamborghini’s curves, down to the inferior limit of the photo. I tried few shots that were not satisfactory until, finally, the buildings seemed to follow the car lines. Obviously, we are quite far away from a standard Lamborghini shot: here, Montreal’s buildings are getting more attention than the car!

For other photos on the province of Quebec and also Quebec City, click on the following links from my blog:

Province of Quebec Photos
Quebec City and Île d’Orléans in Autumn
Quebec City and Île d’Orléans in Winter
Quebec City and Île d’Orléans in Spring
Quebec City and Île d’Orléans in Summer
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Real life stories as a flight service specialist (FSS): Rouyn-Noranda FSS

A squall line goes through the Rouyn-Noranda airport

1986. It was a beautiful summer afternoon at the Rouyn-Noranda airport (CYUY). The Transport Canada flight service station employees knew that a cold front was approaching and would soon sweep the airport. Until then, it was still a perfect day. Blue sky, light winds. At the time, the flight service specialists (FSS) did not have access to radar images or satellite pictures.

To get an idea of what was coming from the west, we were normally using an Environment Canada aviation weather forecast and the actual weather observations of two flight service stations in Ontario, Earlton FSS and Timmins FSS. Their last weather observation mentioned a wind shift and an isolated thunderstorm. But Timmins was far away and could only provide us with a rough estimate of the situation.

As I was working the evening shift on that day, I checked the wind speed indicator, as a reflex developed throughout the years. What I saw was kind of unreal. The speed indicator’s needle suddenly went from showing few knots to 20 knots, and then 40 knots, hesitated a little then went up to 60 knots and, in a final correction, reached 72 knots, which was about 134 km/h.

Everything was so peaceful around the flight service station. I looked through the window to detect any moving object. At that very moment, the wooden shed normally used by the fuel man passed in front of the station. That wooden structure must certainly have weighted few hundred kilos. The fact that it was moving at a good speed was a clear indication that the instruments were working properly. A squall line was associated with the cold front progression.

Everything that was not properly fixed to the ground started moving. In the next hour, strong thunderstorms going eastward moved in over Rouyn-Noranda. The Val-d’Or airport (CYVO) being located sixty miles east, it was clear that it would be hit directly in about two hours. I called the Val-d’Or control tower so that everyone got prepared for the squall line. That gave them enough time to tie everything correctly and damages were limited.

One hour later, everything was back to normal in Rouyn-Noranda and we profited from an ideal summer night.

For more real life stories on the Rouyn-Noranda flight service station and flight service specialists, click here:

Real life stories as a FSS in Rouyn-Noranda