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Screen captures

Flight simulation: a CP Air B-737 is approaching the Juneau virtual airport in Alaska

CP Air B-737 on approach for the Juneau airport in Alaska
CP Air B-737 on approach for the Juneau airport in Alaska

Here is a slightly modified screen capture showing a CP Air B-737 in a virtual flight towards the Juneau runway in Alaska. The Boeing is a creation of the Captain Sim company and the scenery is the result of the hard work of the ORBX pros.The meteorological system is a combination of three elements: Cumulus X, the “Heavy snowstorm” selection in FSX and the improvements to snow appearance obtained through PrecipitFX.

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

Iqaluit FSS and the overloaded DC-8

Trans Ocean DC-8-63F N794AL in Iqaluit in 1989
Trans Ocean DC-8-63F N794AL in Iqaluit in 1989

On a summer day of 1989, a DC-8-63F took-off from Iqaluit airport’s runway 36, on Baffin Island, heading towards Los Angeles. In order to do the flight without any stopovers, the tanks had been topped. The combined fuel, passengers and cargo weight required an extremely long ground run before the wheels could leave the runway.

Viewed from the Transport Canada flight service station tower, it seemed to us that the pilot had waited until the last moment to pull on the stick. Once airborne, the aircraft flew horizontally and stayed very low over the flat terrain to profit from the ground effect.

However, few kilometers from the threshold of runway 18, the terrain started to rise enough to request a positive climb rate. The pilot slightly pulled on the stick but avoided any turn to maximize lift.

Using binoculars, the flight service specialists (FSS) watched the aircraft as it should have made a left turn a long time ago. When the turn was finally attempted, the aircraft started to sink and lose much of the altitude precedently gained. We could follow the changes of altitude through the long trails of dark smoke left behind the aircraft.

Realizing the airplane was not ready to turn yet as it was going down, the pilot had started to fly it horizontally again. Moments later, the pilot tried again and the aircraft made a five to ten degree bank before starting to climb very gently. The aircraft would not have handled anything more.

It was the first time that we were considering pressing the red button used to alert airport emergency services. But this would not have been very useful since very little help could have been provided quickly enough, taking into account the position of the aircraft, its enormous amount of fuel on board and the total absence of roads in that isolated Arctic region.

N795AL DC-8-63 Trans Ocean airborne runway 18 in Iqaluit in 1990
N795AL DC-8-63 Trans Ocean airborne runway 18 in Iqaluit in 1990
Nationair C-GMXD DC-8-61 in Iqaluit in 1989
Nationair C-GMXD DC-8-61 in Iqaluit in 1989

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): Iqaluit FSS

Iqaluit Drug Haven

In 1990, Stacey Campbell, a News North journalist, wrote an article that she titled: “Iqaluit Drug Haven”. She wrote that the Iqaluit airport was the main point of arrival for the entire drug being used all over the Baffin Island region, in the Nunavut. Mail was also another tool used by drug trafficker. It was quite easy to find marijuana, hashish and cocaine.

On the top floor of the eight stories building in which I lived, there were an increasing number of drug users. While only a year ago the place was relatively quiet, it was not the case anymore. From my small apartment, I could hear the shouting in the corridor or in the neighbouring rooms and the “OPEN THE DOOR!” ordered by the RCMP police officers.

There were cases of domestic violence, fights, people which I had to step over to walk in the corridor as they were lying down on the floor in their vomit, totally intoxicated. Near where I lived, somebody was thrown out of an apartment in a rather radical way: the door and its fittings were now missing and there was blood on the wall. The place is far less peaceful than last year.

At the center of the picture, a high rise building inhabited by single people in Iqaluit in 1988.
At the center of the picture, a high rise building inhabited by single people in Iqaluit in 1988.

In a nearby room, several drug users met, mostly on Friday nights. Quite often, tension rose between card games. The place had become unsuitable for somebody trying to rest while on a seven days a week shift work providing air traffic services at the local Transport Canada flight service station.

I remember one time when somebody started to kick on my door while I was studying quietly in my room. I could hear him shout: “I am going to kick your ass!” Since I had no idea of what was going on and as it seemed that I was directly concerned, I opened the door.

I then recognized a person whom I politely asked, at least six months ago, to try to lower the noise level. All those months went by and tonight, in an altered state, he suddenly remembered that request. He visibly took my request as a personal insult. He was now under the influence of an unknown substance and was angry.

He was standing in the corridor. Any moderate reaction on my part seemed useless, considering his situation. It appeared that only a quick and radical move would bear some success.

I tried to slowly close the door but he blocked it with his hand. The situation was getting worse. I waited few seconds and tried again, calmly and without a word. In few seconds, if nothing was working, there would only be one solution left. I gently pressed on the door and he totally surprised me by letting go so that in about twenty seconds, the door was closed again.

All this was done in total silence. In my room, I stood few feet away from the door, expecting it to be slammed open but nothing happened. Only that silence all around. After few minutes of having stood still, waiting for the next logical step, I realized that everything was over. What a weird night! This would not have ended the same way in a big city down South.

I can really say that in 1990, Iqaluit was in fact a drug heaven. Moreover, the floor where I had my room was no exception. I was eventually able to move to another floor where there were people with a more balanced lifestyle and the need to sleep once in a while…

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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Political economy

Political economy: supercapitalism

Supercapitalism

The transformation of Business, Democracy and Everyday Life

Robert B. Reich "Supercapitalism"
Robert B. Reich “Supercapitalism”

Robert B. Reich is a professor at the Berkeley University in California. He also worked for the American government under President Bill Clinton as secretary of labour.

Here is a quote from the New York Times on their review of “Supercapitalism”: “Reich documents in lurid detail the explosive growth of corporate lobbying expenditures and campaign contributions since the 1970s. . . . Supercapitalism is a grand debunking of the conventional wisdom in the style of John Kenneth Galbraith”.

Ferocious competition on an international scale

During the first few decades that followed the Second World War, before the globalization of the economy, the author shows that in United States, profits derived from mass production were based on rules that insured stability. There was a better redistribution of a company’s profits between workers, shareholders and managers. The CEO even had the possibility to take decisions that would benefit to both the society and his company. The middle class was in better shape.

At the same time as capitalism progressively gained terrain around the planet, increasing inequalities of incomes and wealth followed.
The rise of supercapitalism, around the 70s, is due to the globalization of the economy and, consequently, to an increase of the international competition. Consumers and investors have been benefiting a lot from supercapitalism, but the citizen who feels a social responsibility and looks for the common good gradually lost ground.

The “consumer/investor” versus the “citizen”

The author writes that each person is of two minds: a “consumer and investor” but also a “citizen”. The consumer wants to acquire quality goods at low price and the investor wishes that the money invested towards his retirement provides a great rate of return. If the consumer finds a better price somewhere else, and if the investor considers that the return on investment (ROI) is not adequate, both will look towards the competition.

Meanwhile, the “citizen” in us wishes only good things for the society and the planet: companies must respect the environment; workers must have decent working conditions, etc. The paradox is that while we want the best, we encourage the worst.

Wishing the best while encouraging the worst

The fact that a superstore does not offer good working conditions to his employees irritates the “citizen” in us. However, the superstore’s lower operating costs allow us to save money. If prices go up, we will buy somewhere else.

As investors, we possess, through our mutual funds, numerous financially performing companies. In many countries around the world, profits redistributed to shareholders are the result of minimal working conditions given to employees and abuse on the environment. The investor regularly compares the rate of return of several mutual funds and other investments and he will not hesitate to sell his shares if profits are insufficient.

Increased pressure on the company’s CEO

Globalization and increased competition are forcing managers to think only in terms of return on investment. The CEO is accountable to his dissatisfied shareholders and mutual fund managers who both can sell their shares of an underperforming company.

Consequently, the role of a CEO is not to spend for reasons that would please the “citizen”, but instead to maximize profits using all the legal means at his disposal. This way, he satisfies the consumer and investor. He knows that all his competitors do the same.

As citizens, our role is to forbid companies to establish the rules of the game. Those rules must be set by the government in order to preserve democracy and encourage social responsibility.

Companies are not against new rules that would apply globally to all competitors. What they want to avoid is that a specific company benefits more than another one in the new deal.

Winning or preserving a competitive advantage because of lobbyists

Considering the strong international competition between companies, it is easy to understand that massive amounts of money and other efforts deployed to gain a competitive advantage are in constant growth.

After having worked in Washington, the experienced politician is hired by big corporations as a lobbyist (3% in 1970, 30% in 2005). While the politician’s attention is focused on consumers and investors, the citizen’s voice wishing a greater social equality is not heard.

Supercapitalism thus modifies the way the democratic system operates.

Mutual benefits between politicians and lobbyists

Politicians use that competition to demand important amounts of money to finance their political campaign. In exchange, they support and help push the agenda of a specific company: “That’s how politicians keep their hold on power, and lobbyists keep their hold on money”.

Democracy is perverted by the actions of lobbyists and the attraction that money and other advantages has on politician’s decisions. The government is not managed from the inside but by external powerful economic interests.

Better regulations can improve democracy

The author writes that companies cannot take personal initiatives to correct the situation since it will undermine their position towards other competitors in a global market. “Supercapitalism does not permit acts of corporate virtue that erode the bottom line. No company can “voluntarily” take on extra cost that its competitors don’t also take on, which is why, under supercapitalism, regulations are the only means of getting companies to do things that hurt their bottom lines”. Regulations can only be imposed by political actions.

Learn to recognize the actions used to distract the population

It is necessary for citizens and Medias to recognize the half-truths and distortions that “confound efforts to prevent supercapitalism from overrunning democracy”. The author names a few:

The public blame that changes nothing: beware of politicians who publicly blame corporations for actions that respect the law but that the public despise. The corporation works for the consumer and investor, not for the citizen. A public blame is easy and makes the politician look good. The latter must instead work at improving the law and corporations will then be forced to respect the new parameters.

The corporation that pretends to act on behalf of the public interest: do not believe a corporation that says it works for the public good. It is not its role. It is possible that, in order to improve its image or to satisfy the consumer (and ultimately its shareholders), it does something that looks like it is good for the public. But, basically, there is no acknowledgment of the public good, only a desire to preserve or improve its competitive position.

Lobbyists who pretend to look for the public good: lobbyists and experts who pretend that their initiatives are in the public interest only detract attention from their real objectives that are to protect or advantage a specific corporation.

The private sector and the “voluntary” cooperation: beware of politicians who claim that the public can count on the voluntary cooperation of the private sector in order to protect the public good. It is not the private sector’s role and it will not spend any money unless all of its competitors do the same. Those are only words aimed at buying time and confuse the public. If the public good is so important, then a law must be voted.

Public relation campaigns aimed at one specific corporation: beware of public relation campaigns and pressure groups working to force a specific company to be more socially virtuous. Try to discover the real goals behind those efforts. If all this seems reasonable to you, then ask yourself if a new law or new regulations forcing all the competing corporations to modify their behaviour would better serve the public.

Conclusion

A final quote summarizes very well the author’s thoughts: “In general, corporate responsibilities to the public are better addressed in the democratic process than inside corporate boardrooms. Reformers should focus on laws or regulations they seek to change, and mobilize the public around changing them”.

Title: Supercapitalism
Author: Robert B. Reich
Edition : Vintage Books
ISBN : 978-0-307-27999-2
©2007

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

Aviation photography: Air UK Leisure B737-4YO G-UKLB

In 1982, Air UK ceased its charter flight operation. But five years later, the company was back in that business, under the name of Air UK Leisure. It started its operation by using three Boeing 737-200s but soon realized more aircrafts would be needed. In 1988, Air UK Leisure ordered seven new 737-400s, the first of their type in Europe.

Those 737-400s, built at Boeing Field in Seattle, had to fly to Europe by passing over northern Canada. The aircrafts could not do that long trip without stopping for fuel. They landed at the Iqaluit airport, on Baffin Island, in the Nunavut.

Air UK G-UKLB Boeing B737 arriving in Iqaluit
Air UK G-UKLB Boeing B737 arriving in Iqaluit

In the unique aviation photography above, taken from the local Transport Canada flight service station (FSS), you can see one of those new Boeings, a B737-4YO, G-UKLB.

During the same period, many companies having recently acquired some B737-400s and 500s did the same trip from Seattle to Europe by stopping in Iqaluit. Among those, Aer Lingus and Hapag-Lloyd.

Aer Lingus B-737 on final in Iqaluit in 1990
Aer Lingus B-737 on final in Iqaluit in 1990
A new Hapag-LLoyd (D-AHLL) Boeing B-737 has just arrived from Boeing Field in Seattle. Next destination: Germany.
A new Hapag-LLoyd (D-AHLL) Boeing B-737 has just arrived from Boeing Field in Seattle. Next destination: Germany.

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): Iqaluit FSS

The Sultan of Brunei stops in Iqaluit, in the Canadian Arctic

The Iqaluit airport, on Baffin Island in the Nunavut, is a popular stopover for short and mid-range aircrafts needing to refuel when overflying the Canadian Arctic. Its 8,600 feet runway can accommodate all types of aircrafts. Airbus aircrafts like the A380, the A350-XWB and the A330-200F were tested there during several days to evaluate their performance under extreme cold temperatures.

Airbus A330-200F arriving in Iqaluit for extreme cold tests. (PHOTO by CHRIS WINDEYER)
Airbus A330-200F arriving in Iqaluit for extreme cold tests. (PHOTO by CHRIS WINDEYER)

Well-known actors, princes and princesses (among them some members of the British Monarchy) and many political personalities stopped in Iqaluit throughout the years. Even Nelson Mandela stopped by Iqaluit on his return trip from United States.

Elder Alacie Joamie and Prince Albert II of Monaco in Iqaluit in 2012
Elder Alacie Joamie and Prince Albert II of Monaco in Iqaluit in 2012

Around 1989-1990, the Sultan of Brunei and his suite also stopped in Iqaluit. The flight service specialists (FSS) were surprised to see that a Boeing 727 was not enough to accommodate the Sultan as two Gulfstream American business jets also landed few minutes before the 727.

Once the three aircrafts were parked on the apron, the Boeing 727’s front door was opened, a stairway was lowered and staff members rolled out a long red carpet. Two women got out of the airplane and started sweeping the whole carpet and, few minutes later, the Sultan stepped out for a walk and a breath of fresh air.

In less than an hour, the refueling was completed and everyone got back onboard their respective aircraft and left for Europe. It was the first time I was witnessing such a deployment of resources to carry a monarch.

But I had seen nothing yet. Few years later, I was transferred to the Transport Canada flight service station in Quebec City, which would later become the Quebec Flight Information Center (FIC) under Nav Canada. There, I could witness, with other air traffic services staff members, the frenzy surrounding the arrival of the President of the United States, Georges W. Bush, for the 2001 Summit of the Americas. That was certainly beyond measure…

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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Screen captures

Virtual aviation: the PMDG MD-11 under FSX

This screen capture represents the PMDG MD-11 inbound for the Valdez virtual airport in Alaska. The scenery is made by Orbx.  This virtual MD-11 is a real fun to fly in manual mode since it requires a lot of attention. A 6,500 feet runway is enough for a MD-11 but it does not offer much margin of manoeuver.

MD11 Martinair Cargo in the Valdez region, Alaska
MD11 Martinair Cargo in the Valdez region, Alaska
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Real life stories as a flight service specialist (FSS): Iqaluit FSS

Canada: Iqaluit FSS and the 1989 solar storm

1989 was a problematic year for the Transport Canada flight service specialists (FSS) in Iqaluit as we had problems communicating by means of HF frequencies with airliners crossing the North Atlantic.

As usual, we tried to get position reports at 60, 70 and 80 degree west in order to ensure that the Montreal, Gander, Winnipeg and Edmonton area control centers could provide accurate air traffic services by maintaining ten minutes or eighty nautical miles between each aircraft. We had to note the route, the actual and next position of the aircrafts, the different time, speed and altitude, this while we relayed ATC clearances.

Flight service specialists at work at the Iqaluit flight service station in 1989
Flight service specialists at work at the Iqaluit flight service station in 1989

But for many weeks in February and March, the radio communications were blocked by a solar storm that was strong enough to cause problems to the Hydro-Québec electrical network. The entire province of Quebec suffered an electrical power blackout that lasted nine hours on March 13th.

During a major solar storm, the full spectrum of HF frequencies can become useless for frequent periods varying from ten minutes to an hour.

I remember several problematic cases, among which one where an area control center controller asked us to contact an airliner to know if the pilot could climb to 37,000 feet once at 70 degree west. The question was transmitted to the pilot and he immediately replied: “Roger, we are climbing 370”. He had not received any clearance to change his altitude but he was nonetheless starting to climb where there was no adequate separation between him and other aircrafts.

We replied multiple times: “Negative, this is a question, this is not a clearance, do not climb to flight level 370”, but the pilot never replied back due to the poor quality of HF communications. The control center was quickly called back and advised of the situation.

For the remaining period of the solar storm, the flight service specialists were asked about the actual quality of the HF communications before any punctual requests was sent on radio in order to avoid problems.

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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Street photography

Street photography: mannequin attacked by a wasp in Quebec

In Quebec City, this mannequin seems to be attacked by a wasp moving slowly along the shopwindow. The scene looked realistic enough to deserve a photo!

Street photography: mannequin under attack
Street photography: mannequin under attack

For other street photography pictures, click on the following link:

Street photography

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

Pilots surprised by the extreme weather prevailing in Iqaluit

The Transport Canada flight service specialists (FSS) in Iqaluit were sometimes amazed by the type of clothing chosen by pilots who were ferrying aircrafts from Europe to America.

Small and mid-size aircrafts required a flight plan including a stopover in Iqaluit, on Baffin Island, since refueling was necessary. One would think that pilots would have prepared themselves for unexpected situations and plan according to the extreme weather conditions prevailing at some of the airports along their route to America.

The FSS staff witnessed, on numerous occasions, small jets experience serious problems while refueling under very cold temperature. While the tanks were being filled up, the tires were deflating progressively.

Hapag Lloyd D-AHLO B737-4K5 in its delivery flight in 1989, from Boeing Field (KBFI) to Iqaluit, and then towards Germany. It is being refueled during difficult weather conditions. This type of aircraft did not experience much problem with the cold weather, but it was not the case with smaller business jets
Hapag Lloyd D-AHLO B737-4K5 in its delivery flight in 1989, from Boeing Field (KBFI) to Iqaluit, and then towards Germany. It is being refueled during difficult weather conditions. This type of aircraft did not experience much problem with the cold weather, but it was not the case with smaller business jets

A small delay in the operations and the engines did not start anymore. The pilots got out of their aircraft, wearing only a thin leather jacket and summer shoes. Trying to protect themselves from the bitter cold, they gesticulated while talking with the fuel man who, himself, was wearing a thick Arctic suit that protected him from head to toes.

A thin leather jacket and summer shoes were certainly appropriate for Southern Europe but far from being useful on the apron of an airport where the wind chill factor often varied between -50C and -65C. The aircraft sometimes had to be towed in a hangar in order to be warmed up for hours, if not the night, and the transit fees grew exponentially.

I suppose that a pilot who lived such an experience remembers it today as clearly as the FSS staff, but not for the same reasons. And it is almost certain that he prepared accordingly for the next ferry flight.

Mountains around Iqaluit, during a nice day when there is still ice in the bay. The blue tones are absolutely magnificent.
Mountains around Iqaluit, during a nice day when there is still ice in the bay. The blue tones are absolutely magnificent.

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