Ah, the joys of flying.

I’m currently in seat 15A of an Air Canada 767-300 (without the new interior). I’ve already finished the book I brought to read and don’t feel like starting another one at the moment.

When I was younger, flying as a passenger on an airliner used to be more fun than the actual vacation itself. Now, things are not quite as fun, however, there’s still something to be said for air travel. In this situation, this flight is bringing me back home away from the unpleasant sprawling urbanity that is Canada’s largest city.

The flight was delayed. The Thunderstorms started about an hour and a half before we were scheduled to depart. The ‘strobes’ at Pearson were flashing when I made it to the boarding lounge. That meant that lightening had been reported in the vicinity and ground personnel were not permitted to work on the ramp. This meant no loading or unloading of bags, no marshalling of aircraft, no fuelling. The airport essentially comes to a stand still.

Despite the fact that we boarded the plane at the proper time, once everyone was seated, we got an announcement that there would be a 15 minute delay for push back. After about 20 minutes, it was announced that there would be further delay as there had been a problem with getting the plane unloaded and loaded. After about 45 minutes of waiting at the gate, we got push back, after which time the Captain (poor guy) informed us that there we were roughly #20 for take-off. There was a collective groan from the passengers and on cue, that’s when two babies started loudly crying in stereo. We made the slow trip up taxiway Alpha. At least I got to watch the departing aircraft out the window as they were using 15L for departures.

An hour and 45 minutes later we were airborne. We got a spectacular view of the different layers of clouds with the sunset peeking through at various times. The post take-off announcement was made and included the apology that the main screen for the inflight entertainment wasn’t working this particular flight. The passenger next to me and I shared a good laugh.

This post is not meant as a rant. The Air Canada employees have acted professionally despite the fact that they are Halifax based flight attendants and they’re facing a base closure as of Nov 1st. The passengers have been pretty good as well. Although there was general disappointment about taking off an hour and 45 minutes late for a 2 hour flight, there was no self-righteous idiot demanding that the plane leave, in the middle of a thunderstorm, because the business meeting she needed to get to the next morning was so important. But still, it’s tough. Dealing with the realities of the airline system today can be quite frustrating. There are certain aspects where you have to think “this could be done better” – either more efficiently, more comfortable for the passengers or better for the environment – but getting upset about it doesn’t do much.

We’ve started our descent into Halifax so I’ll finish off this post. It’s still been a fun experience, but travelling as a passenger, or a crew member on the airlines today requires a large helping of patience.

Question - Re: University Degrees for Pilots

I received a question from a reader the other day:

Hey! I am looking into getting into the industry. My question is do you suggest getting a university degree these days on top of everything else? My mom works for Air Canada so she knows many pilots and many have told me that having a university degree makes you a lot likelier of landing a job with a major airline.

Getting a university degree en route to becoming a pilot is a tough decision. I don't think that there's an overwhelming right or wrong answer and what will work best for a person depends on a number of factors.

Major Airlines, specifically Air Canada, use a 'points' system when determining who they will interview. Points will be awarded based on education, flying experience (both hours flown and type of aircraft those hours were acquired on), language proficiency, work experience, leadership qualities etc. I do not know how many points get awarded for each category.

About 8 years ago now when I was just finishing my training, I was able to meet the pilot hiring coordinator for Air Canada. When I asked if she had any tips, her response was "get a degree." What I have heard however, is that a university degree is granted the same number of points as a diploma from a recognized Aviation College such as Confederation, Sault College or Mount Royal. This is not confirmed though.

Even for Air Canada, having a degree will not automatically get you a job at an airline. It is also imperative to have a lot of flight experience. Depending on about a million different factors, when you're done your training, it will generally be 5 to 10 years before you have the experience to be hired by Air Canada. Even though their stated minimum hour requirements are 1000 hours, most successful candidates have at least 2000 hours, with most having more.

Having a degree will also not really help you in getting your first flying job. Operators that hire low time pilots generally don't care if you have a college diploma or a degree, rather, they want to see that you have a good attitude and can work hard. Having some work experience, being in the right place at the right time and making good connections will all help in finding the first flying job.

I am a proponent of getting a degree. I think that having a degree (or two) will open a lot of doors in life when combined with experience. It not only opens up options outside of aviation if you lose your medical or get laid off, it allows you to possibly move into management roles within an airline later on. I also think that taking some time to go to school and enjoy the 'university experience' is a benefit to every one. It gives people a couple years to grow up and learn responsibility. Obviously, not everyone needs this though. Though I personally have really enjoyed my university experience.

On the other hand, there are people who don't really think it is worth getting a degree if you want to be a pilot. Their point of view makes sense and I do believe that getting a degree isn't right for everyone.

Getting a degree, whether it is in conjunction with your flight training at schools such as University of Western Ontario, Waterloo, Seneca College or University College of the Fraser Valley or separately, usually takes 4 years and can be quite expensive. During this time, you generally don't do much flying. If however, you did you flight training independently through a local flight school or through a shorter, 2 year college program, you would be finished your training a lot quicker and out flying sooner. Once flying, most pilots building experience can get anywhere between 500 and 1000 hours a year and be earning money at the same time. Most airlines hire pilots with between 2000 and 4000 hours of experience and the quicker you're out flying, the sooner you'll have that experience.

Of the pilots that I know that are working at Air Canada, some have degrees and some do not. I know pilots who have been hired on at Air Canada Jazz both with and without a degree or Aviation College Diploma. I know pilots working for WestJet, some of whom have a degree and some don't. I know a pilot with an Economics Degree, lots of turbo-prop and jet Captain experience who was turned down by Air Canada but is working at WestJet. I also know a pilot who has two degrees that was turned down by Jazz.

So, as you can tell by the somewhat rambling response, there is no right or wrong answer.

Things to consider:

• Are you the type of person that likes education?


• What is your financial situation like?


• Are you ready to jump into the work force, or will a couple of years at university or college be good for you?


• What are the options of flight schools, colleges or Universities near where you live?

The main thing to know though is that getting a degree from a particular school will not guarantee you a job at an airline or let you skip the generally low paying, not glamorous first few years of flying.

Selling Seats

Yesterday, to celebrate their 12th birthday, WestJet had a pretty good seat sale on routes in Eastern Canada offering fares between Toronto and Ottawa or Montreal for as low as $12. Some other routes were only $39 each way. While they still added all the surchrages such as taxes, airport improvement fees, NavCanada fees and the security tax, the flights were still a great deal. Air Canada matched most of the fares. Combined, my girlfriend and I bought a total of 5 one way flights for roughly $420.



Three of these were flights that we knew we needed to make in the next few months so we would have eventually bought tickets. Two legs were a flight that I was probably going to make, but hadn't completely committed to yet. The sale solidified my decision. Although, for that particular trip I booked on WestJet before I knew that Air Canada had matched the prices. Air Canada had flights at more convenient times, so I would have picked their flight had I done some more research.

The excitment of getting a pretty good deal aside, this raises some really interesting issues about the economics of the airline industry. Aircraft are complex, expensive machines. They are operated by skilled crews who are paid a relatively comfortable salary. Yet, with a sale like this, the actual cost of the airfare from Toronto to Halifax is less than the cab ride home from the airport!

This was just a one day sale. Fares that low are not sustainable as the former airline Jetsgo showed. But this does raise some interesting questions. What is a good price for airfare? Most customers will argue that airfare should be lower, yet, airlines in Canada go bankrupt on a regular basis. In fact, there's an article in the Globe & Mail's Report On Business on Air Transat and how it's amazing that an airline has survived for 20 years in Canada!

This issue is too complex to examine in a short blog post. In fact, airline executives with MBA's haven't managed to get it right over the past few decades. But, on the surface at least, the public's desire for low airfares generally conflicts with pilots' desires for a high income.

Gimli Glider Retired

On Thursday, Air Canada retired a Boeing 767-200 with the registration C-GAUN and the tail number 604. This wasn't any old 767, this was the famed Gimli Glider which ran out of fuel and managed to land safely in Gimli, Manitoba after gliding from 40,000 feet.

Here's a video of the 767 doing a flyby at Montreal's Trudeau airport before heading south to the Mojave desert.



This is an article from CBC News

Pilots, crew reboard 'Gimli Glider' for final flight
Last Updated: Thursday, January 24, 2008 | 2:09 PM CT
CBC News

The two pilots and several crew members who safely landed the legendary "Gimli Glider" are boarding the plane again Thursday as it makes what could be its final flight.

Pilot Robert Pearson and his first officer Maurice Quintal will board the Air Canada Boeing 767 in Montreal to oversee Thursday's flight, which will carry it to its new home at California's Mojave Airport.


An Air Canada Boeing 767, nicknamed the Gimli Glider, dwarfs race cars using the Gimli, Man. abandoned airstip as a race track in this July 24, 1983 file photo.
(The Canadian Press/Winnipeg Free Press/Wayne Glowacki)

"Four groups … have shown some interest in acquiring the airplane, either for flying test beds for engines or for museum purposes, so it may not stay there too long," Pearson said.

"Hopefully somebody will find a use for it."

Three of the six flight attendants who were on Flight 143 will also be on board Thursday.

In July 1983, Flight 143 was on its way to Edmonton from Montreal when it ran out of fuel 12 kilometres above the Ontario-Manitoba border.

The 120-tonne plane, worth $40 million, became a glider, dropping over 600 metres per minute with no hope of reaching Winnipeg.

Pearson and Quintal managed to glide the plane, which had 61 passengers and eight crew members on board, 200 kilometres and then land it at an abandoned military airstrip in Gimli, Man., located north of the Manitoba capital on the shores of Lake Winnipeg.

The day of the accident, the Winnipeg Sports Car Club was holding a "Family Day" at the old Gimli base, so it was filled with families and campers and the runway was being used as a race track. Spectators and racers had to scatter as the giant plane touched down, then put out a fire in the nose with hand-held fire extinguishers.



None of the passengers was hurt during the landing, although some sustained minor injuries while using the plane's rear emergency slide.

After the landing, Pearson and Quintal were praised for their quick thinking. Pearson was an experienced glider pilot, while Quintal had once been stationed at the Royal Canadian Air Force base at Gimli and was familiar with the landing strips.

Later investigation revealed the plane was only carrying half the amount of fuel it required for the journey because of a metric conversion error that was made on the ground.

Months after the crash, Air Canada disciplined the two pilots for allowing the near-tragedy to happen. Pearson was demoted for six months, while Quintal was suspended for two weeks. Three ground workers were also suspended.

A 1985 Transport Canada report blamed the incident on errors and insufficient training and safety procedures.

Air Canada is organizing and paying for Thursday's reunion, but it won't comment on it.

Pearson said he doesn't think any airline likes publicity about accidents, even if they narrowly avert tragedy.