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4/24/2020 0 Comments Cardinal Aviation Audio Briefings Episode #18 (Flying Across The Border / Part 2: Canada > USA)
Part 2/3 On flying across the border. In this episode, we build on Part One and walk through a flight from Canada to the United States step by step so that you can fly across the border with confidence.
Part 1: The Basics & Overflights Part 2: Crossing The Border Canada > USA Part 3: Crossing The Border USA > Canada Learn The Finer Points Groundschool App
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4/22/2020 2 Comments Cardinal Aviation Audio Briefings Episode #17 (Flying Across The Border / Part 1: The Basics)
Part 1 of 3
Flying across the border can be intimidating but if you are well prepared it can be routine. This is part 1 of 3 where we discuss the basics of flying between Canada and the United States. In Part 2 & 3 we will walk through how to do a Northbound and Southbound flight separately. Part 1: The Basics & Overflights Part 2: Crossing The Border Canada > USA Part 3: Crossing The Border USA > Canada Learn The Finer Points Groundschool App 
I get asked a lot of questions by a lot of pilots and sometimes I don't have the answer right away. That is because I have a dirty little secret. That little secret could help you when it comes to finding the answer to your questions and questions that others may ask you.
3/28/2020 1 Comment Cardinal Aviation Audio Briefings Episode #12 (Peter Duffey: How Canadian ATC Is Handling COVID19)
Peter Duffey is the President and CEO of the Canadian Air Traffic Controllers Association. He joins us to discuss how Nav Canada and the various Unions representing its employees have come together to quickly put in aggressive measures to ensure the safety of all the Air Traffic Service employees and the continued operation of Canada's airspace.
3/25/2020 0 Comments Cardinal Aviation Audio Briefings Episode #11 (Peter Litherland: Weathering a Downturn in Aviation (COVID19 Edition)
Peter is an airline pilot that has seen his un-fair share of aviation downturns. He experienced the 1990 Recession, September 11th and has been laid off from his job due to COVID19. He shares his insights and tips for weathering the storm in a time when so many aspiring commercial pilots may be second-guessing their career choice.
The current COVID19 (Corona Virus) Pandemic is having significant impacts on the aviation industry. We discuss some of the impacts and some things that you can do to stay sharp during these difficult times.
Empty Departure Gates at Vancouver International Airport Amid COVID19 Crisis
Note: For great flying podcasts and YouTube content subscribe to: FlyingBC Podcast / YouTube Channel The Finer Points Aviation Podcast Flight Chops YouTube Channel 
We discuss the importance of keeping your hand on the gear handle until the full gear cycle is complete and share a letter from a listener about how the Audio Briefings has helped his flying.
Note: For great flying podcasts and YouTube content subscribe to: FlyingBC Podcast / YouTube Channel The Finer Points Aviation Podcast Flight Chops YouTube Channel 3/8/2020 0 Comments Cardinal Aviation Audio Briefings Episode #6 (Jodi Rueger: The Truth About Being a Woman in Aviation)
What is it actually like being a Woman in aviation? The good, the bad and the inappropriate. We talk with Cardinal Aviation Coach, Airline Pilot and Airshow Performer Jodi #quotafiller Rueger to learn about the challenges that she has faced and how we can do better. This is a must listen for all the men out there!
Note: For great flying podcasts and YouTube content subscribe to: FlyingBC Podcast / YouTube Channel The Finer Points Aviation Podcast Flight Chops YouTube Channel 3/6/2020 0 Comments Cardinal Aviation Audio Briefings Episode #4 (Are General Aviation Pilots Professionals?)
What is professionalism and is the title of "professional" only reserved for those that fly for a living?
Note: For great flying podcasts and YouTube content subscribe to: FlyingBC Podcast / YouTube Channel The Finer Points Aviation Podcast Flight Chops YouTube Channel 
Do you have a friend that is an Air Traffic Controller? Is there a chance that they sound like someone else? Check out this episode so that you dont end up being THAT pilot...
Note: For great flying podcasts and YouTube content subscribe to: FlyingBC Podcast / YouTube Channel The Finer Points Aviation Podcast Flight Chops YouTube Channel 
Sometimes all it takes is 3 little questions to keep us on track when it comes to making and more importantly re-evaluating our decisions. Learn more about them in Episode 2 of the Cardinal Aviation Audio Briefing series.
Note: For great flying podcasts and YouTube content subscribe to: FlyingBC Podcast / YouTube Channel The Finer Points Aviation Podcast Flight Chops YouTube Channel  Recently I was thinking of the power of the internet and social media and how it has changed the communication landscape. This is true in every industry including aviation. The Internet gives us an outlet to share our thoughts, ideas and opinions and for those that are open to learning, a place to consume the ideas and absorb the experience of others. Over the past several years I have had the privilege to get to know and work professionally with some fascinating aviators that are dedicated to sharing their passion and ideas with those who are interested and hungry for knowledge, a dose of reality and perhaps a little entertainment. In the intrest of continued learning, here are a few intriguing aviators that I follow and I think you should too. Jason Miller
Steve Thorne
James Marasa
Chris Clearfield
Jodi Rueger
Roger Precious
Warwick Patterson
Kate Klassen
Ryan Van Haren
1/31/2020 6 Comments IFR Tips - Energy Management, Reaction Delay & Stabilized Constant Descent Angle (SCDA) We share this video thanks to a client that we recently worked with in the simulator. He agreed to share this video in hopes that it may bring attention to a critical phase of flight and create awareness so that others may learn. In this video the pilot is flying a non-precision localizer approach. The pilot is new to modern glass panels and autopilot use hence the simulator training. This pilot also had not flown IFR since Stabilized Constant Descent Angles were introduced several years ago. In this video the pilot has the autopilot engaged and had just levelled off at the last approach step-down altitude prior to the final approach fix. Being a high workload situation with new to him avionics, he does not increase power when the aircraft levels. While the autopilot maintains altitude the airspeed begins bleeding off until the stall warning activates. What is more interesting is the nine second reaction time to the stall horn. A SCDA on this approach would have avoided the level off and need to add power. This delayed reaction time is something that is very common when faced with an unexpected audible warning or emergency. One of the contributing factors to this may be the pilot's unfamiliarity with the various audible tones that this particular avionics suite gives off. Altitude alerts, system warnings, stall warning and autopilot disconnect tones, all sound slightly different but also very similar. It is understandable why an unexpected stall horn may go unnoticed. Scenarios such as this give a prime example of why recurrent training is essential to maintaining proficiency and the value of flight simulation. It also goes to show why policies and procedures change over time with respect to how pilots operate. In recent years there has been a push toward the use of Stabilized Constant Descent Angle Angle (SCDA) on non-precision IFR approaches. A SCDA approach is associated with approaches that do not employ the vertical guidance associated with ILS and LPV approaches. Traditionally, Localizer, NDB approaches involved multiple step-downs which necessitated multiple engine power changes with each descent and level off. Stabilized constant descents mean that the aircraft begins its final descent and a specified point on the approach at a predetermined vertical speed based on that aircraft’s groundspeed. A stabilized constant descent enhances safety by eliminating multiple power changes and reducing pilot workload in addition to a higher likelihood of arriving at approach minimums configured and in a position to execute a safe and stable landing. Taken one step further, the use of a SCDA allows the pilot to treat the Minimum Descent Altitude (MDA) much like a Decision Height (DH). While the MDA is still an altitude that is not to be descended below, it means that rather than levelling at MDA several miles from the missed approach point, a pilot using an SCDA may opt to execute the missed approach upon reaching the MDA, regardless of mileage remaining to the runway. This change in execution creates procedural similarities between approaches with vertical guidance and those non-precision approaches without vertical guidance which simplifies pilot workload and creates commonalities between the most venerable time in any approach procedure, the missed approach. Additional input on the topic from airline pilot and flight instructor, Scott JacksonIt takes much longer to create a complete mental picture of the current state of everything when using a PFD, as it displays energy in a manner that requires consciously comparing it to a desired value and that takes mental processing power. Much quicker and easier to glance at a steam gauge and just know that it’s no longer at the desired three-o’clock position and also instantly recognizing whether we are fast/ slow and what the trend is by only a moment’s monitoring of the needle movement. Personally, transitioning to glass after 10,000 hours of chasing and corralling a panel of steam gauges, it gave me a headache and wasn’t at all intuitive The SCDA should in theory allow a lower MDA and that may happen in the future. Where it’s not as easy as suggested is when the groundspeed changes during the final descent and-if in cloud-it nearly always does as we drop out of the cloud base. Therefore, it requires cross checking our crossing altitudes at each of those final-descent checkpoints and making minor changes in power in an attempt to reacquire the desired SCDA and hope that it’s enough to cross the next one at the right altitude and then figure out what power setting might work thereafter. There is another issue which has to do with getting ground contact sooner on a “dive and drive” approach which helps with a ragged ceiling but this has its own problems. There’s no question that SCDA approaches are safer and it’s the Stabilized that makes it so. I merely wish to point out that they are rarely as stabilized as following a VPath of Glideslope beam  Transportation Safety Board: RECOMMENDATION A12-02 Stabilized Constant Descent Angle (SCDA)
Written By: Ryan Van Haren (Cardinal Aviation Coach) |
AuthorThe Cardinal Aviation Blog is a compilation of stories, tips, tricks and experiences from our Clients and Coaches. Some entries have a valuable learning lesson in them and some are to share some of what we are fortunate enough to experience when we fly. CategoriesAll ATC Tips Audio Briefings General Commentary IFR Tips Interesting Finds Podcast Related Content Text Archives
February 2021
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