Tag: Arctic

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

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

Post author By Stanley
Post date 28 November 2015

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)

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

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

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

Canada: Iqaluit FSS and the 1989 solar storm

Post author By Stanley
Post date 22 November 2015

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

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

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

Pilots surprised by the extreme weather prevailing in Iqaluit

Post author By Stanley
Post date 16 November 2015

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

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.

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

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

An improvised demolition worker in Iqaluit

Post author By Stanley
Post date 9 November 2015

Colors of the sky during nightime. Summer 1988, Iqaluit.

Around 1989-1990, there was in Iqaluit, on Baffin Island, a very quiet Inuit living in the same eight floor building as I did. He spent his free time reading while walking, lost in his thoughts like a priest. When we crossed each other on the street, we always exchanged polite greetings.

One evening, as I was about to leave my apartment to go to work the night shift at the Transport Canada flight service station (FSS), I saw in the corridor a man who was really going through an anger crisis, shouting and using all his determination to destroy a wall with a hammer. He was really going at it and the work was moving ahead very well…

I recognized that person that I was greeting almost on a daily basis and I was now facing a problem: To go work at the FSS station, I had to walk very close to him, since there was no other issue out of the building. Was he in such a crisis that he would not remember me?

I got closer and took the chance to pass just behind him. He suddenly stopped hitting the wall, turned around with the hammer in his hand and looked at me. Then he calmly said, like the gentlemen that he usually was: “Good evening!” I replied then walked about ten meters toward the exit before I heard him shout and hit the wall again.

The least I can say is that, some nights, you could witness the most bizarre situations. And when that was preceding a night shift, in an isolated Arctic post, you sometimes had the feeling to be living in a surreal world.

I do not know how the story ended. The next morning, back from the night shift, I entered a building where everything was peaceful. The only trace left by the man in crisis was a damaged wall. Very soon, somebody would come and repair the wall and that event would rapidly be erased from memories.

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

Tags air traffic services, Arctic, Baffin Island, bizarre, Canada, CYFB, flight service specialist, flight service station, Frobisher Bay airport, FSS, Inuit, Iqaluit, Iqaluit airport, night photography, Nunavut, photo, real life stories, sunset, Transport Canada

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

Iqaluit FSS and the Christmas of a Saab-Scania pilot

Post author By Stanley
Post date 1 November 2015

(Precedent story: Iqaluit FSS and the Persian Gulf War)

Book and message sent by a Saab-Scania pilot to the Iqaluit flight service specialists

I still have fond memories of a pilot who came up to visit the flight service specialists (FSS) at the Transport Canada flight service station in Iqaluit, in1990, during an icy Christmas evening. This Saab-Scania pilot had arrived from United States and he intended to cross the Atlantic toward Europe.

But the extreme cold prevailing in Iqaluit, on Baffin Island, had complicated the ground operations. The pilot’s tight schedule as well as the reduced services in effect for the Christmas holidays had given him all sorts of problems. Through his entire ordeal, he kept a professional attitude and we did everything possible to get him out of trouble.

Just before he left the flight service station, he asked us our name and mailing address in Iqaluit. Finally, once all his problems had been taken care of, he took-off from Canada towards his next stopover. Weeks went by and one day, my colleague and I each received a package from Sweden. It was a book about the Saab-Scania story and, inside, there was this little note: “With thanks for the help at Christmas”!

(Next story: A freelance demolition worker in Iqaluit)

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

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

Iqaluit FSS and the Persian Gulf War

Post author By Stanley
Post date 23 September 2015

Markair L-382 on a stopover in Iqaluit in 1990

In August 1990, Iraq invaded Kuwait. This invasion was unanimously condemned, even by countries that are traditionally aligned with Iraq. The United Nations reacted by giving Iraq up to January 15th 1991 to withdraw. But Saddam Hussein’s attitude clearly showed that there would be no withdrawal and that he intended to proceed with Kuwait annexation to the Iraqi territory.

Understanding that military force would obviously be necessary, United States (representing a coalition of 34 countries) started preparing for the conflict. Aircraft movements increased and short range military aircrafts that would have to cross the Atlantic used Iqaluit, on Baffin Island, as a stopover before continuing through Greenland, Iceland, Europe and finally the Middle East.

OV-10 Broncos transiting through Iqaluit in 1990 and heading for the Persian Gulf

Starting summer 1990, the Iqaluit airport then became one of the mandatory stopovers towards Middle East for some military aircrafts. Soon we could see L-382s carrying large size items and some OV-10 Broncos painted with desert colors landing in Iqaluit. Later on during autumn, other specially equipped aircrafts like the U.S.Army RU-21 Guardrail Common Sensor also made stopovers in Iqaluit.

RU-21 Guardrail Common Sensor on a stopover in Iqaluit in 1990 and heading for the Persian Gulf

A Southern Air Transport L-382 also landed in Iqaluit. That company was sometimes used by the CIA for its operations.

Southern Air Transport L-382 N908SJ transiting through Iqaluit in 1990

As soon as a flight service specialist (FSS) was not busy with radio communications, he would head toward the briefing counter to receive the military pilots who had come to obtain the mandatory weather and flight planning information that would be used to safely cross the Atlantic.

HF frequencies used for international communications at the local Transport Canada flight service station were really busy. On top of the regular air traffic services normally associated with commercial aircrafts crossing the Atlantic, we were now dealing with the radio communications associated with numerous military cargo aircrafts like the C-5s Galaxy and others.

In the two weeks preceding the United Nations ultimatum, between January 1st and 15th 1991, the Iqaluit flight service station recorded a 266 % increase against the same period in 1990 in oceanic traffic transiting through its airport. Flights were mostly related with private or chartered business jets linked to international banks, petroleum companies and military organizations preparing for the events to come. We received, among others, aircraft types like the G1, G2, G3, G4, HS25, DA50, DA90, CL60, C550, LR25 and B-727.

Occidental Petroleum B-727 N10XY on a stopover in Iqaluit in 1990

One night of January 1991, while we were at work, one member of the staff took-off his headphones and calmly told me: “Son, the war has started”.

I will remember that special period since we did not receive a military training but, nonetheless, we witnessed and dealt with the preparation and aircraft movements associated with a major military conflict.

Moreover, for a short period, the Iqaluit airport reverted to the use it had initially been planned and built for in 1942, during the Second World War, which was a base created for short-range military aircrafts heading to Europe.

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

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

Two Polish asylum seekers in Iqaluit

Post author By Stanley
Post date 11 September 2015

(Precedent story: the lady who was robbed before my eyes)

A Trans Ocean Airways DC-8-71 and a Sterling Boeing B-727 in Iqaluit (1989). View from the Iqaluit flight service station.

On a 1989 autumn night in Iqaluit, on Baffin Island, Sterling’s Boeing 727 arrived from Europe and parked near the fuel tanks. From the Transport Canada flight service station tower (FSS), we could see the Canadian Customs and RCMP vehicles parked near the airplane, which was unusual. There was something going on as there were many people standing by the rear door of the plane, moving from one vehicle to the other. That was sure a lengthy stopover.

Few days later, on October 2nd 1989, the Journal de Montréal (one of the Montreal newspaper) published the following article: “[my translation] Two Polish citizen who had planned to request asylum in Newfoundland during the technical stopover of their plane on a flight from Gdansk to Vancouver were told on Saturday, by Canadian authorities, that the plane had landed in Canada’s far North”.

The article continues: “[my translation] The two men, whose identity was kept secret, still requested political asylum, said a RCMP police officer from Iqaluit, on Baffin Island in the Arctic. The Polish citizens, who were on a trip to relieve some fishermen on the west coast of Canada, thought they were in St John’s, Newfoundland capital, indicated the policeman in charge, Corporal Gary Asels”.

“The custom officer, using a map, showed them where Iqaluit [in the Nunavut] was located (2100 kilometers north of Montreal). They could not care less, as long as they were in Canada. They were very happy to be here, commented corporal Asels”.

I was told that in order to succeed with their escape from the plane, they had chosen a seat close to the rear stairway of the Boeing 727. They made sure to look like they were sleeping. When the stairway was lowered and the surveillance suspended for a quick moment, the two men just escaped through the stairway and were immediately on Canadian soil.

I am unfortunately unable to confirm today if they have been received as Canadian citizen or if they have been sent back in their country of origin.

(Next story: Iqaluit and the Persian Gulf War)

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

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

Iqaluit: the lady who was robbed before my eyes

Post author By Stanley
Post date 4 September 2015

(Precedent story: two airline captains forced to delay their departure from Iqaluit)

Iqaluit, Nunavut, 1990. One day, just as I was getting out for a walk, a young lady came to me asking that I catch a thief who had just stolen her handbag. Such a request coming from somebody living in a huge city would not have been surprising, but I never thought that I would hear that in a small city like Iqaluit. I initially thought it was a joke and wondered where the hidden cameras where positioned but when I turned around, I saw a man running away with something in his hand.

I instinctively started running after the man and, as I was closing in on him, he had a choice to make: he either slowed down and I caught up with him or he kept the pace while going down a slope made of huge rocks with sharp edges. He chose the second option and started jumping from one rock to the other, lost his balance, and fell head first against the rocks.

Still lying down and with blood all over his face, he saw me closing in progressively until I was just beside him. I requested the bag but he refused to give it back. He certainly expected me to beat him up, but I was not there to give anybody a lesson. I waited a bit, until he calmed down. I then asked him a second time to give me the handbag. He finally agreed.

The man stood back up, barely noticing the blood he had on his face. Without saying a word, he started following me while I was slowly going uphill to meet the lady. Every now and then, I turned around to ensure that he was not coming toward me with a knife or a rock in his hand. Once on flat ground, I meet the lady and give her the handbag. Eventually, the thief caught up with us and the lady started shouting at him, using me as a shield in case the man lost his temper. I did not need another crisis now that everything was settled.

When she was done with him, the thief tried to get closer to me. I made sure to keep the length of an arm between the two of us in order to avoid a sucker punch. I had trouble understanding that after such an incident, the man had chosen to walk with us, like nothing ever happened. He finally said his first words: “You run fast, like Ben Johnson!”

Finally, after a short walk, the three of us arrived exactly where everything had initially started. The incident had been dealt with and the lady decided that she would not call the police. She went away after thanking me, the man returned to the bar where he came from, and I was finally able to take a walk in Iqaluit’s peaceful atmosphere, few hours before going back to work at the Transport Canada flight service station (FSS).

(Next story: two Polish asylum seekers in Iqaluit)

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

Tags Arctic, Baffin Island, Canada, CYFB, flight service specialist, flight service station, Frobisher Bay airport, FSS, Inuit, Iqaluit, Iqaluit airport, Nunavut, police, real life stories, security, social problems, thief, Transport Canada

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

Two airline captains forced to delay their departure from Iqaluit

Post author By Stanley
Post date 27 August 2015

(Precedent story: the « Amalgam Chief » military exercise: B-52 bombers in northern Canada).

Aer Lingus Boeing B-737 on final for Iqaluit (1989)

This story is about a 1990 winter day where very bad weather conditions prevailed in Iqaluit, on Baffin Island, Canada. Bad as it was, the weather still allowed for takeoffs. Two airline companies, respectively owning a Boeing 727 and 737 had completed the boarding and expected to be airborne shortly. The weather deteriorating even more, the Transport Canada flight service specialists (FSS) had to tell the pilots that they could not proceed with the takeoff as the airport was now under the minimum visibility criteria.

The aircrafts were ready, the engines running and the pilots could not takeoff. There was a bit of tension in the air and the pilots finally decided that they would take a chance and takeoff under unacceptable conditions. The two captains were reminded by the FSS that if they tried to takeoff in the prevailing visibility, which was under legal minimums, an occurrence report would be filed against them.

The flight service specialist naturally received a reply in line with the pilot’s impatience. Nevertheless, the pilots took a second look at the weather and, thinking of a possible occurrence report, decided to delay both takeoffs.

A view from the Iqaluit flight service tower: a First Air Boeing B-727 and a Canadian Airlines Boeing B-737

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

In being so impatient to complete their flight, those captains were neglecting that there is always the possibility of an engine failure or other major emergency on takeoff. If they had lost an engine just after being airborne, it would have been impossible to return back to Iqaluit due to the extremely low visibility; they would have been forced to fly a very long distance with one less engine to get to their alternate airport, increasing the risks for the safety of the passengers.

The threat of a potential occurrence report, which has always been the prerogative of air traffic services, forced the pilots to wait for appropriate weather conditions.

The Iqaluit flight service station tower and a First Air Boeing B-727 landing on runway 36 (1990)

View from the Iqaluit flight service station tower of an Evergreen International Boeing B-727 (1989)

A NWT Air B-737 on the taxiway and a Bradley Air Services Twin Otter about to land in Iqaluit (1989)

An AirUK G-UKLB Boeing B737 is arriving in Iqaluit (around 1989)

(Next story: the lady who was robbed before my eyes)

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

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

The « Amalgam Chief » military exercise: B-52 bombers in northern Canada.

Post author By Stanley
Post date 20 August 2015

(Precedent story: Iqaluit and the old American military base (Frobisher Bay)

Two Canadian CF-18s holding short of runway in Iqaluit (1989)

In October 1989, Stacey Campbell wrote an article in News North that she titled: “Military Jets Fill the Arctic Skies”. She explained that NORAD (North American Air Defence) regularly held exercises aimed at testing the capacity of Canada’s new radar defense system to detect potential enemies approaching from the north.

The interviewed military officer told Stacey that CF-18 fighter jets, tankers and B-52 bombers, among other types, would be part of the operation. The CF-18’s would temporarily be stationed in Iqaluit, on Baffin Island, and Inuvik for the duration of the exercise. Other types of aircrafts were also involved in that annual test, like the F-15, T-33 and possibly the AWAC although the latter did not land in Iqaluit.

The local Transport Canada flight service specialists (FSS) had to deal with the tight operating schedule provided by a military officer as well as integrate the daily arrivals and departures of private and commercial aircrafts.

At the time, the most useful taxiway, one which was located near the end of runway 35, could not be used since the terrain was too soft. All the aircrafts using runway 35 were forced to backtrack that runway before it could be cleared for other incoming or departing aircrafts. The additional time required for that procedure sometimes gave headaches to the military officer sitting by our side.

American F-15 Eagle airborne from Iqaluit

American Starlifter cargo aircraft ready for take-off in Iqaluit (1989)

I remember that the military officer in charge of the mission told us: “If the jets cannot takeoff within the next minute, the mission will be aborted”. It just happened that during the tight window within which the CF-18’s had to be airborne that day, there were many commercial aircrafts like the Avro 748, Twin Otter, Boeing 727 and 737 and other executive aircrafts operating around Iqaluit. There was always a way to please everybody and the military exercise ended the way it was initially planned.

Two American F-15 Eagle taxiing for departure in Iqaluit (1990)

This was a period much appreciated by the flight service specialists (FSS) since, for one week during the year, our operations changed radically: we had to respect the imperative needs related to the military exercise as well as continue to provide regular air traffic services.

Six Canadian CF-18s, one Lockheed Electra Ice Patrol aircraft, a Dash-7 and a T-33 in Iqaluit

It was brought to our attention, for having discussed with many pilots involved in the exercise that military forces were kind enough to offer, through our Transport Canada manager, few posters signed by pilots of squadrons involved in the “Amalgam Chief” exercise. Although the manager never deemed necessary to show his staff even one of those posters, I appreciated the gesture from the pilots.

Canadian Armed Forces Boeing B-707 in Iqaluit, in front of the flight service station tower

(Next story: two airline captains forced to delay their departure from Iqaluit)

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