Busy Teachers Top 300 Warmers, Ice-breakers and Fillers

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Your mental health and overall well-being should always come first. Have a good week and good luck!! An Orientation Leader OL is assigned to your group and they are meant to help guide you and answer any questions you may have. Orientation consists of a lot of introductions and icebreakers for your small group as well as a plethora of information being thrown at you. While this may seem overwhelming, you can ask questions that you may have at any time and there are people there to answer them. During this time, you pick your classes for the fall quarter as well as get more familiar with the campus.

There are optional tour s of the university and information sessions going on at varied times. Students sleep in the dorms for the overnight portion of orientation to get familiar with dorm life. Orientation is only the beginning, so have fun, put yourself out there and welcome to your future here at DePaul!

Once again Joe Hendrix is here to give you somewhat helpful information about things at DePaul that can help you! Sorry if I sound like a broken record but this is stuff that I wish I knew earlier. DePaul has a sound studio with amazing recording capabilities and guess what? It is free! Down in the loop the building for Computing and Digital Media, room , houses some of the best equipment this school has to offer. Considering there is a lot of quality equipment, it is extremely expensive, therefore you must have taken sound design and have a one-time training session in order to be able to use it.

But being able to know how to record yourself, mix and master tracks is very important in the digital age. So regardless if you are in the CDM school or not mandatory for most CDM students you should take sound design and instead of paying hundreds of dollars for people to do things for you, try to learn the technology and do it yourself. After all, I believe being self-sufficient is more important than anything.

We took a lot of pictures of the neighborhood artwork. We also visited Devon street which is an Indian neighborhood, we even had lunch there. In the first week of classes, we went to the Lincoln Park Conservatory where we were able to take a lot of pictures of nature. I made albums of the photos I took during this class and here are some of them.

It even broadens the Chicago knowledge of those who think they are already familiar with the city like me. My classmates from my Discover course are now some of my best friends, and the experience we shared brought us together in a different way than any of my other courses ever have. Last summer I even spent time traveling with a friend who I sat next to on the first day of Discover week. The assignment had us track down a professional who we would like to talk with, and conduct a short informational interview about the responsibilities of their position, as well as what it takes to secure an entry-level position in the world of Public Relations or Advertising.

I ended up securing an interview with a Publicist at Zapwater Communication located in the West Loop. Not only did I get a ton of great insights on what its like to be working in the Public Relations field in Chicago, but I also got great advice from a DePaul grad who was once in my shoes. Not only has this Senior Capstone class allowed me to reflect on my studies over the last four years at DePaul, but it has also introduced me to tactics and platforms I can use to help network with successful professionals in my industry.

I studied abroad the fall semester of my junior year in Budapest, Hungary. The program focused on studies in commerce, society and culture in Eastern Europe, but students could choose to take classes on any number of things. While I was in Budapest I took a class on the Hungarian language, a class about Eastern Europe film and culture, and even a communications course.

I was also lucky enough to have four-day weekends, which gave me a chance to travel with friends to countries all over Europe and the UK. Though I'm partial to recommending everyone take part in the Budapest program, DePaul offers close to different programs of various lengths for students to choose from. From short two-week trips to programs that are a full year long, you can truly tailor the study abroad experience to your liking. DePaul also offers study abroad fairs and info sessions for select programs that give prospective students a chance to learn what the program is like first hand from student alumni.

For those looking to study abroad this summer or next fall, applications are due by February 1st. With some ab exercises subtly woven into the practice, this class will have you do hard work without you realizing it. This class does wonders for your arms. The combination of upbeat music and a room full of energetic people is such a powerful motivator and will get you through 45 minutes of intense Zumba. And as a bonus, they have really delicious smoothies in the cafe on the first level :.

Night classes are once a week for about three hours, usually 15 PM or 45 PM. They can quickly feel quite long, but I am here to share with you a few tips that can make your experience with night class go just a bit more smoothly:. Also, this prevents you from eating dinner past pm, saving you from late-night eating induced nightmares! When you get home from the class you can focus on unwinding by watching an episode of your favorite TV show, rather than trying to cook something up when you are already drained.

They may offer to let you out 15 minutes early in reward for powering through the three hours uninterrupted. Although this may seem sweet at first, it is important to give our brains a break, even if it is only for a few minutes. It not only keeps my body healthy, but it mostly gives me something to do when I am stuck sitting in the same position for a long time. If boredom strikes, you can at least enjoy a quiet, light snack and cool water from the water bottle fill-up stations, conveniently located in every building.

Since night class is only once a week, it is important to attend every class. But if you are sick, it is always helpful to have someone to text right away to find out what you missed! Fortunately, I returned to the student center pleasantly surprised. Over the break, the university had built a new vegan restaurant next to the sandwich deli. This was my first experience with vegan food and I fell in love with it! There is a variety of foods to enjoy even with a limited diet. In case you need some more inspiration, a few of my favorites meals are:. Salads with a lot of garbanzo beans.

Buffalo Mozzarella Sandwich. The Bean is the main cafe on campus. Veggie Sushi. We are fortunate enough to have a kitchen staff that makes fresh sushi every day. The veggie sushi holds a very special place in my heart. They sell it at ETC, which can be found on the second floor of the student center. I will say that sushi is super popular and it goes quick. There are lots of signs and labels on foods listing the ingredients. Happy New Year and happy eating! Check the library for required textbooks: Buying used or renting textbooks is a great way to save some extra money.

But before you buy always remember to check the library. Professors often keep required textbooks in the library for students to check out. Textbook prices can be pretty steep, so this simple trick could definitely give you some extra money in your budget. Pack a lunch: Between classes, schoolwork, and jobs and internships, most students are running around and out of the house for the entire day. Packing a lunch or snacks when you know you have a busy day ensures that you won't end up spending another ten dollars at Chipotle. Plus use the money you save for going out to dinner with friends or family on the weekend!

Investing in a coffee maker for your dorm or apartment is a great way to get your fix without breaking the bank. Get in the habit of putting a couple dollars in a jar every few days and see how much you can make down the road. Yes, you have many things to do, but you also have a lot more time to do them. As a writing tutor, the benefit to not missing any of your shifts during the regular quarter is having the luxury of time off during finals. All of a sudden I have found myself with this free time that I did not have all quarter and it provides a total breath of fresh air. Once I have taken that much needed deep breath , however, I must use this time wisely to spread out my workload.

Everyone understands when you roll up to the library at am in a mismatched sweat suit, messy bun, and a towering stack of incomplete work. Everyone at DePaul is going through finals week together, which means everyone can complain, wear pjs, stress, and celebrate collectively when it is all over. Not only is our break nice and long, it also allows us to celebrate all of the holidays worry-free. So hang in there, DePaul. You can do it, especially if you try your best to stay positive! Good luck to everyone who is still finishing up finals! The holidays will be here before we know it along with a much-needed break from classes.

My favorite way to keep organized and get things done is to make lists. Daily lists are the best. Where you can list all the things you need to get done for the day, and checking those things off as you go through your day is such a relieving feeling. Setting reminders is also very helpful, whether it be a reminder to do your laundry at 2 pm or finish your paper at pm. Also, putting things on a calendar can help you see how available you are and how you can manage your time best.

Make sure to take breaks and make time for yourself. Being from another state has pushed me to be more independent and reliant on myself. Rather than being able to call my parents to come check out an apartment I am interested in, I have to be attentive and responsible and decide for myself whether it seems like a safe place to live and a good fit. Instead of going home when I get sick or have had a hard week like some of my friends are able to do, I do not have that option. Being completely on my own has pushed me to succeed on my own without falling back on anyone else, and I am proud of the accomplishments I have achieved while living here in Chicago.

Another thing that going to school in another state has taught me is to treasure the time I have with my family and friends at home. When I fly home for Thanksgiving in a couple weeks, I will not have been home for eight whole months! Since this is the case, when I do have a few days at home I make sure that I take full advantage of them. I would not be the person I have become if I had not pushed myself to do this, and there is truly no place I would rather be than living and learning in Chicago. A: The quarter system is fast, but I love it! But it can be difficult because midterms and finals definitely sneak up on you.

As long as you are organized and proactive in completing your reading and assignments, you will do great! Force yourself to write drafts of essays before they are actually due. Midterm Paper is due in two weeks, but MY first draft is due in one week. Reward yourself! Q: What are professors like? How are they different from teachers in high school? A: Professors, in my experience, are always eager to help!

I recommend looking at the syllabus to see if they have listed specific office hours, so you can meet with them individually. Be proactive and seek help and professors will respect that you are trying to succeed. A: If you are sick and cannot make it to class, email your teacher. It is best to stay in good communication to show that you care and want to be on top of your schoolwork.

While it is true that many students decided to mainly take electives, most programs have classes that will fulfill major or learning domain requirements. Many study abroad programs also have a very extensive safety protocol so the university knows where all students are at any given time. Language barriers are one of the biggest turn-offs for students when choosing a country to study in. Knowing the native language of a country is absolutely beneficial, but not necessary.

English is widely spoken and understood across the globe, and many programs have a language component where you can take a beginning level class to help learn the basics of the native tongue. I have worked at the UCWbL for a little over a year now and this experience has greatly impacted my time as a DePaul student. As a tutor, I have worked with students to brainstorm topics before they have even begun to write. I have spoken with international students in comparing Chicago to their own cities, while simultaneously helping them to grow their English vocabulary.

I have even assisted students in organizing and designing their online portfolios through Digication. Many students do not realize all that the UCWbL offers and more students should really take advantage of our diverse services. Conversation Partner: English Language Learning ELL students practice their vocabulary, grammar, and overall conversation skills in-person. Face-to-Face: Students collaborate in-person with their tutor during any stage of the writing or project process.

Online Real-time: Students meet and collaborate remotely with their tutor over video and live text chat. Screencast Feedback: Students submit a draft and their tutor provides audio and visual commentary via a minute video clip. Written Feedback: Students submit a draft and their tutor provides written marginal comments and a detailed summary note.

Note: Appointment options require students be present during the actual appointment time, whereas options 4 and 5 do not. Second Opinion: It is always great to receive feedback and you as the writer get to decide what the tutor focuses on. Minimizes Procrastination: Making an appointment allows you to set deadlines for yourself. Whether you are brainstorming with a tutor or receiving feedback on a draft, with an appointment at the UCWbL you are not leaving your assignment until the last minute. Be sure to ask if you are on the hunt for an extra point or two! Handshake : DePaul makes getting an internship so much easier with their online career platform site that is exclusively for DePaul students.

Handshake has thousands of jobs and internships listed, as well as career-related events and resources. Career Center : The career center is an amazing resource that DePaul offers and students should definitely be taking advantage of it. When I was looking for internships, I met with an advisor several times to strengthen my resume and create focused and concise cover letters for various positions. The career center also offers interview tips, career fairs, advising, and so much more.

Many of these clubs have networking events that can help you build connections and may even lead to a job or internship. Follow up : This is a simple tip that can make all the difference in scoring an amazing internship. Following up with companies you have applied to can make you stand out from other applicants and give you a competitive edge.

A simple email or phone call is a great way to show employers how interested you are in the position. Email notifications : There are tons of job websites out there that can notify you when new companies are looking for an intern. Sites like Indeed, Glassdoor and LinkedIn are always posting new jobs and internships for college students. A lot of these sites have a weekly email notification that tells you which companies are currently hiring. Who cares if you failed your finance midterm if you look cute in your brand new shoes?

I try to avoid shopping for clothes and usually buy myself flowers and some books because I finally have the chance to read something for fun. The best way to spend money is on food. The best way to treat yourself is to literally treat yourself- too bad it never involves anything healthy. After exams is the best time to start a new show to binge watch or stay in the night and watch one of your favorite movies as you eat your favorite pint of ice cream.

Being curled up in bed and not having to use your brain for something intellectual is so relaxing and rewarding. Hang out with your friends and try to avoid talking about school. Get away from campus and enjoy some of the cool places Chicago has to offer. After mass ended, a student announced that any freshmen interested in attending a first-year student retreat should meet at the back of the church. I had attended a few retreats in high school and enjoyed them, so I decided to stay.

And boy am I glad that I did! There was a small group of students gathered to learn more information and I introduced myself to one of the girls standing there. I laughed and I asked her if she was going to go on the retreat. She nodded and so we both signed up. We continued to talk as we walked out of church together, finding out that we both wanted to be high school English teachers too. A few weeks later we were reunited on the retreat and became inseparable ever since!

Flash-forward to today and we are still best friends. We lived together for two years sophomore year in Centennial Hall and junior year in Sheffield Square and have more similarities than we can count. But we also have our differences and we use these to challenge each other to become even better people. Sometimes you want to do things that others you know may not want to do and in doing that you can meet new people that you have something or in my case, almost everything in common with.

Location : First of all DePaul has an amazing location. Honestly, I found DePaul to be the prettiest of the Chicago universities. Financial Fit : DePaul met my financial needs. Money is a very stressful thing and that played a large factor for me when I was applying to colleges. I was lucky enough to qualify for some of the many DePaul scholarships. Business School : DePaul has a well - known business school and knowing I wanted to major in accounting made it easier for me to see why DePaul was a good fit. DePaul offers a lot of good networking opportunities since it is located in and near the city.

I thought about how being surrounded by the fast pace lifestyle of Chicago would help me prepare more for the future. On the other hand, choosing to attend DePaul, or stay for that matter, solely based on the premise it is located in Chicago does not by any means constitute a valid reason to study here. Truth be told, I think it is the field experience - in terms of jobs and internships - that separates DePaul from most universities.

I see firsthand the dedication of studying in honors programs, declaring multiple majors, working a job as a full-time student whether it be on or off campus and attaining internships before graduation; all to which typical DePaul students will have the luxury of accomplishing as opposed to those of a state school.

I see old high school classmates in their state universities partying and tailgating, to which I must admit seems so fun, you know that stereotypical college experience. There is a reason why Chicago is the first destination they flock to when summer break comes around. Once I knew I wanted to go to school in Chicago, the next step was to decide which school was right for me.

My situation was a little bit different than your average applicant because I applied before I even visited DePaul due to being an out-of-state student. As secretary of my high school service club and an extremely active volunteer in my community, I knew service was something I wanted to continue to be a part of in my college career. Once I applied to DePaul, the decision to attend school here was fairly easy. DePaul is unique because it does not feel like you are constantly surrounded by the hustle and bustle of downtown Chicago.

When you are on campus in Lincoln Park it feels like a college campus, and when you are downtown in the Loop it feels like you are right in the middle of Chicago. You could go from a class in 14 E. On the other hand, you could also go from a class in Lincoln Park to relaxing on North Ave. Beach within about twenty minutes. At DePaul, you really do have the best of both worlds, and this is another significant reason that I was drawn to this school in the first place. Good luck to all of you seniors who are in the application process!

Both my mom and my oldest sister graduated from DePaul, but that does not mean that it was the school that I always thought I would be attending. To be honest, I originally imagined myself at a school much further from my hometown of La Grange, IL. However, health complications that came up during my high school career made that choice a bit unrealistic, so I applied to a few universities much closer to home: Loyola, Marquette, Michigan State, Indiana, and of course DePaul. When I visited DePaul, I totally loved it. I had been to Chicago so many times before, but being in Lincoln Park was completely new to me.

I was surprised that the city that I thought I knew so well had so much more to offer me. Walking down Belden, Kenmore, and Webster I felt the homey vibe of a close-knit neighborhood, which I had never expected in the middle of the third biggest city in the nation. I could definitely see myself here. It was close to home, but it felt a world away. After that visit, I started thinking more and more about DePaul.

I knew that I wanted to major in Secondary English Education and DePaul would be the perfect link to Chicago Public Schools, giving me a much more diverse experience than my own high school gave me. That is the beauty of attending a city school—you are surrounded by amazing, worldly opportunities rather than being isolated in a small college town. There is absolutely never a dull moment! Whether you are interested in art, music, sports, comedy, or food, there is something for you to do each and every day with the U-Pass at your fingertips.

After my first quarter at DePaul, I knew I made the right decision. Not only was I living in one of the best cities in the world, but I was also surrounded by people who wanted to make a difference. So, what must be done? Your application to DePaul University of course!

When I was searching for colleges and universities I was easily overwhelmed with things like acceptance rates and test scores, so much so it led me to not apply to schools that I was interested in. Instead of calculating the chances you have of getting into your dream school, skip the doubt and apply to as many schools as you can. However, I also had to think about the possibility that I would change my major or career path sometime throughout college. DePaul offers so many different areas of study that I knew I could find something I loved even if I did end up going in a completely different direction.

The fact that DePaul is situated in one of the best cities in the world is another reason that led me to apply. Chicago offers thousands of jobs and internships across the city, and DePaul is the best resource to help students land their dream position. I also loved the fact that DePaul is a university founded on Vincentian values, so much so that the school was named after St.

Vincent de Paul himself. From community service organizations to student government, Greek life, professional development and recreational sports, there is literally something for everyone here at DePaul. DePaul has been a dream school for myself and thousands of other students across the globe. Good luck to all high school seniors with the college application process, and I encourage each of you to apply to be a blue demon!

When I met with them for Preference Tea on Saturday I had really enjoyed the conversations I had and the people I spent time with, so I was really excited to receive an offer to join. It was such a heartwarming experience to arrive at their spot on the quad and receive countless hugs from people I was excited to get to know better. Spirits were high and everyone was happy and excited to see the new members of their chapter. After hanging out on the quad and taking tons of pictures, we headed to Buckingham Fountain to take even more!

Everyone boarded trolleys and we ended up blasting some throwback hits and singing our hearts out the whole way there. The girls in AOII were all incredibly welcoming and inviting, which made the experience that much more fun. Once a million pictures had been taken, we boarded the trolleys once again and headed back toward Lincoln Park to an arcade called Replay. When we arrived, there was tons of food waiting for us and free games to play ranging from pinball to Pacman. With icebreakers, good food, and lots of laughs, we ended the day right and had a blast doing so.

Bid day was a really great experience for me this year, and I am so glad I ended up signing up for recruitment and giving Greek life a chance. Other funds go toward helping members pay to start their professional careers. They also put on a ton of TTS community programming - the organization has hosted everything from dances to drag shows! See our graduating class of here. Dramaturgy - Pronounced drama - ter - jee. This is a major and field of study within theatre. To see a history of the Merle Reskin, click here. The Fullerton - The Fullerton Stage is another one of our theatre spaces.

Check out Into The Woods here. This large black box has 8 different seating configurations, 5 catwalks, a floor to ceiling window, and an amazing view of the city. In addition to having this season databased online we do everything from Shakespeare to new work! As the pledge educator, I led weekly pledge classes to help new members get to know the ins and outs of the fraternity. But something I did not think about when I ran for the position was the other part of being on an Eboard—working as a group. I am not going to lie; being on Eboard was quite stressful at times.

But learning how to collaborate effectively with my peers in a new way was extremely beneficial in allowing me to learn more about myself and in preparing for the professional world. Here are three things I learned as an Eboard member:. Just let the rest of Eboard know so that they can cover for you.

Some things are just out of your control: Our Eboard had a lot of lofty goals at the beginning of our term, but some of them were just impossible to achieve due to things outside of our control. Planning takes time and we often were running out of it due to the speed of the quarter system. We also struggled with the commitment and energy level of our members at times. We could only control what we put in, not necessarily what they chose to take out, which is important to remember when leading a group.

No matter what, leadership is truly rewarding: Whether things were running smoothly or there were many bumps along the way, knowing that I was leading an organization in achieving their goals was exciting! I loved leading the class, chapter meetings, and events because it allowed me to appreciate the Eboard before us and after us as well as all the leaders in my life.

Coming home after a long day of classes and having to figure out what you want to eat is one of the most stressful things. Of course, the possibilities are endless compared to the stu food, but who has the time to make food? What groceries do you need? Which brand is the best? Dust accumulates dramatically in my apartment and sweeping and mopping have become an everyday ritual. There are always dishes to be washed and put away, bathrooms that need cleaning, and tons of laundry to be done.

I finally understand how much my mom does to keep our house put together. The good thing is that I have finally beco me super aware of the value of a dollar my parents have waited 20 years for this day. Having the amount of rent in mind along with having to pay bills for utilities has made well aware of the amount of money I have to put away for necessities. You can add the little things that make it cozy enough for a place you and your friends can kick it. Actually, it is a good thing.

When you and your friends get together the next time you all will have so much to say your conversations will never end. There are no cliques and everyone is who they want to be, so do the things that make you happy because there are no restrictions. There is so much to do! Especially being in the city. So go out, get lost and find some cool places. If you make an effort in class, talk to professors and find study groups you can work with, you will feel a lot more relaxed.

It is not healthy to overstress about school- there is more to you than your grades. These two words remind me how I can take any experience as an opportunity to learn. College is one great experience and I am still learning things about college and myself and continuously adding to this list.

This means that every year, 90 new students enter a tight-knit, closely-networked group of upperclassmen excited to welcome them into their community. Being a new student can be overwhelming. I remember feeling completely prepared for college, but arriving in an arts conservatory where you have 10 people in a class and 16 hour days was still a bit of a shock see photo at right.

The idea is basically to pair upperclassman students with underclassmen in their same major, creating a community of empathy, networking resources, and helping adjustments to TTS. As professional and grown-up we like to say we are, everyone can always use a helping hand. Every student has a different background, view on theatre, and framework on the world.

My favorite part of this program, though, is the yearly reminder of the excitement that comes with entering college. What better way to start the school year than to be surrounded by 90 nervous, excited young artists? Your transition to Chicago is one of the bumpiest, most amazing, inspiring times of your life. Find your squad and live it up! As a first-year student, you will hear over and over again about the importance of getting involved on campus.

For me, this was a lot of pressure. I was just getting adjusted to living on my own with a randomly assigned roommate and excelling in college courses. How could I possibly add anything else into my busy schedule?

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Looking back, I laugh at the thought of me thinking my life was busy at this point…just you wait freshman year self! But in all seriousness, the first year of college is crazy and it can feel stressful to think about how you want to get inv olved. With that being said, what I wish someone would have told me then is that getting involved does not necessarily mean joining a billion clubs. Yes, when you go to the Involvement Fair on the Quad you will probably feel pressured into putting your email on at least 20 different pieces of paper, especially if you want free things. Being a part of the campus comes in a variety of different forms and can take part at different stages of your college career.

Freshman Year: I chose not to join any clubs or organizations. But despite what some of you may think after reading that sentence, I was still involved on campus. I also started writing for DeBlogs! Originally, I was hesitant to apply for DeBlogs because of my status as a senior.

I felt like I may be joining too late. I speak from experience when I say you can always find new ways to get involved at DePaul. Being a member of the campus community is an ongoing process and it is important to keep your eyes open for fresh opportunities! With Fall Quarter beginning last Wednesday, DePaul students are finally getting back into the academic routine. For me, this means transitioning from focusing solely on working to balancing work with my class schedule and school activities.

Most students at DePaul typically take 16 credit hours per quarter which is a total of four classes. However, the tuition that you are paying includes 18 credit hours, so you get more for your money if you enroll in the full This quarter, I am using this to my advantage by picking up an extra two credit class that fulfills a requirement for my Peace, Justice, and Conflict studies minor.

Although I do not have to do this by any means, it is helping me to get ahead and potentially graduate early. Taking this class along with my regular schedule is difficult, but it is manageable since a two credit hour class is not nearly as much work as my other classes. I highly recommend maxing out your credit hours, but it is also not necessary for many students.

For example, I signed up for 18 credit hours in the spring, but dropped my two credit hour class when I realized it was going to be too difficult to balance with my internship, job, and other activities. Finding what works for you is all about balance, and sometimes it takes making some mistakes to realize what will work best. Taking 18 credit hours will be a challenge, but it is one that I am prepared for and excited about.

Sophomore year is going to be a good one, I can already feel it! Hey Sarah, where ya from? My family loved traveling when I was a kid, and after visiting many urban areas, I decided Chicago was best for both my theatre career and my life. Having so much culture at my doorstep is unbeatable. What do you do? I was also a Orientation Leader. As you can tell, I absolutely love working with new students! How about outside TTS? My work in theatre focuses a lot on nonprofit development, so many of my experiences in Chicago relate to that. But like… What do you do in your free time?

Their vegetarian food is unbeatable, and they have a 90s vibe with endless coffee and free wifi. Check it out! Keep reading weekly to watch as I fall more and more in love with Chicago and DePaul! I grew up in La Grange, a western suburb and have been a lifelong fan of all things Chicago. I am a huge Bulls fan, despite the fact that their management has made quite a few poor choices recently cough cough the Jimmy Butler trade cough.

But I continue to watch and Bull- ieve that we can soon return to the glory of the 90s. So if you are looking to hear about Chicago style pizza hot spots, look to someone else. Here is a picture of me with my first and best friend that I made at DePaul more on that story in a future blog… at Lollapalooza—the best concert experience in Chicago! I absolutely love going to concerts and that is where I spend most of my money. I also work at the local shop, Monograms on Webster and as a Lincoln Park nanny I told you I like to spend a lot of time with kids! I hope you continue to follow my posts to learn more about me, Chicago, and of course DePaul!

Most people enjoy this adventure during their first quarter at DePaul, as freshmen. As a first-year student just a few short years ago, I had chosen not to arrive at DePaul a week early to participate in Immersion Week and thus opted for my Explore Chicago Dancing class. I remember moving into my dorm room in University Hall and feeling behind. Many of my fellow floormates already knew each other and the city better than I did due to the intensive Immersion Week that I had shied away from.

With that being said, I am delighted that I finally amended one of my biggest first-year regrets as a senior, checking Immersion Week off my DePaul bucket list! As a CQM, I led discussions regarding campus resources, adjusting to newfound college independence, and academic success.

Our namesake, St. Vincent de Paul, and his fellow Vincentians aimed to build a better community through service. The Vincentians in Action group is a community of students on campus who aim to do the same. As part of the welcome back events, the organization is holding an open house for any and all students interested in learning about the various opportunities available to serve our surrounding community.

Involvement Fair: The involvement fair is often dubbed an event that is solely for freshman students. Despite its rep, the fair is great for any student who wants to get involved around campus. With groups from all different walks of life, anyone can find an organization that interests them.

Joining an on campus group is a great way to meet new people and get involved around DePaul. The festival is a celebration in honor of St. During the celebration, there will be games, raffle prizes, Vinny trivia and plenty of snacks for all. This is a fun and laid back event that gives students the opportunity to hang out with fellow classmates and show some DePaul spirit.

The Study Abroad Fair is a great way for students to learn about the over 70 study abroad options DePaul offers. From long to short-term programs, DePaul offers study abroad experiences all over the globe. As a study abroad alum, I definitely recommend this event! I am now officially a graduate student! This week, I started my summer graduate class.

This is my first summer staying in Chicago. Let me tell you, things at DePaul work a little differently during the summer. While night classes usually meet once a week for ten weeks during a normal school term, the summer term is actually divided into two five-week sessions, so my night class meets twice a week for five weeks. Actually, my whole schedule is intense at least for these five weeks. Following my own advice , I found a great full-time summer internship.

So I work at my internship from 10am-5pm Monday-Friday. After work, on Mondays and Wednesdays, I then run to work at my other job at the Lincoln Park campus library from 6pmpm because my internship is unpaid and I need money. On Tuesdays and Thursdays, I head over to my summer graduate class from 6pmpm. And then in all my free time, I will try to finish all the coursework for that class. The super unique thing about this musical is that rather than a single composer writing all of the songs, a bunch of famous musicians each composed a single song. At The Disco , T. I cannot imagine what a T.

At The Disco song about Spongebob, you can try to find tickets to Lollapalooza. You can find the lineup for Lollapalooza here. Let me know if you have any exciting plans for your summer! I always love when my friends from the suburbs come to visit me in Chicago at the end of spring quarter. The only time I curse the quarter system with all my might is inevitably when all my friends get out of school a month earlier than I do.

Their freedom rubs off on me, and I get dazed and confused about the fact that I still have to go to a week of classes and finals. No more nightly Kit Kat to reward myself for making it through the day. No more eating out everyday. And, for the first time all year, I even stepped foot into the Ray. Over the past four years, I have had countless experiences at DePaul that I will remember for the rest of my life. Aside from making great friends and getting a high quality education, the city of Chicago has given me some of the best memories.

At the beginning of September, Chicago hosts a jazz festival downtown in Millennium Park. I loved bringing a blanket and a picnic with a couple of friends, sharing a view stories and laughs and listening to world-class jazz performances all for free! Usually the discover Chicago class for music students ends with attending a jazz concert — I will miss laying on the grass, watching sunsets over lake Michigan and being a train ride away from one of the best and biggest outdoor venues in our country.

I have loved trying new places — cupcakes, pies, cookies, doughnuts — I love it all! I had a great time road tripping down to Peoria for the Illinois Music Education Conference — not only did I grow as an educator, but it was a full weekend of spending time with my peers, networking with professionals and purchasing new music and equipment. We also started a new tradition of going bowling at the end of the school year at Diversey River bowl — a great celebration of all the hard work we do each year! All of these things:.

Eating Chicago-style pizza , going to Cubs games , seeing the Chicago Symphony , sitting on the beach, running races downtown, performing in different venues, teaching in local schools, singing in the church choir at St. Memories at DePaul go way beyond the classroom — Chicago is our campus! To be completely honest, I almost turned down the opportunity to present at the conference.

I did theatre for years; I have no problem speaking in public and I knew my topic well. I got anxious when I found out that I would have to make a poster. Not only am I not a very visual person in general, but my paper topic was very conceptual and theoretical and did not lend itself very easily to visual representation. Thankfully, the Honors Program offers two short workshops to prepare everyone for the conference. While everyone had to attend a workshop about how to present a poster, I opted to also attend the workshop on how to create a poster.

I furiously took notes and started working on it that night. While I was able to format everything right, I still struggled to figure out how to visually organize my topic. I stressed out about it for weeks. Unsurprisingly, I finally had my flash of brilliance the day before the conference and stayed up until the early hours of the morning working on my poster.

In the end, the stress was worth it and I could not be more proud of my poster. Presenting at the Honors Student Conference was really the best experience. If I weren't a senior, I would already be looking to present again next year. If you're ever on the fence about presenting, do it and I promise you won't regret it. Their mission is to empower women to change their own lives. We chose GFW as our sponsor for two main reasons. Secondly, they are presently doing work on this specific issue. I had a really rough start at DePaul and almost dropped out. I was so homesick and overwhelmed that for the first month of school, my dad would drive to Chicago all the way from Madison every Thursday, pick me up right after my last class, drive me home, and then drive me all the way back to Chicago on Sunday night.

I remember my parents begging me to just try to finish out the quarter. I just felt so inadequate.

Issue 3/2005

When I first came to college, my goal was just to graduate. I did not have high expectations for myself at all. All throughout high school, I knew that I wanted to study abroad at some point during college, but I sort of doubted that I would ever actually go through with it. Not only did I study abroad in Madrid , but I discovered that Spanish political history is pretty interesting.

There are even a lot of rocks along the lake, making some nice, natural, sit-in-the-water seats. My friends and I have titled this place, the Rock Spot. The Rock Spot is an ideal location to soak up the summer sun and skip all the hot sand. My inner neat freak is not okay with the residual graininess and stickiness that undoubtedly comes from a day at the beach.

It was a glacial temperature to say the least. Hope to see you there! If you have a bad quarter and your grades drop, you have plenty of opportunities to raise your GPA. Rough quarters happen to the best of us. Under the semester system, your final GPA is the average of eight semesters. So when it comes time to calculate your overall GPA, a single semester has a way bigger impact than a single quarter. The good news is that, in a quarter system, your class with that professor only lasts for ten weeks rather than fifteen weeks. You can always see the light at the end of the tunnel.

The schedule just makes way more sense. In a semester system, Thanksgiving break interrupts fall semester and spring break divides spring semester. Spring break marks the end of winter quarter and the beginning of spring quarter. Let me know what you think about the quarter system! Last week, I was blessed with a cancelled class on Thursday night. Fate wanted me to go to that game and enjoy a Cubs win over the Washington Nationals! I embarrassingly did not have any Cubs apparel to wear to the game. I once owned a W shirt, but lost it in the wild, wild west, also known as my closet. I wore a dark blue coat instead, trying to blend in with the Cubs crowd.

It worked! I was ultimately surprised at the size of the ballpark. The only ballpark I had been to previously was U. Cellular, which seems so much bigger than Wrigley. But perhaps, my memories of U. Cellular deceive me as the last game I went to was in middle school I believe. The Cubs and Sox rivalry is one I am very familiar with.

My parents are die-hard Sox fans and have raised me to follow in their footsteps. The stage set a beautiful scene, highlighting a fancy foyer with large bay windows. Two double doors on each side of the stage acted as the entrance and exit points for the characters during the play. The play itself was smart and quick. I always appreciate DePaul Theater School plays. Plus, who knows which future famous actor or actress you might see on stage at DePaul.

Each media:scape table has one or two big monitors, either a PC or a PC and a Mac, and a bunch of connection cables for laptops. After everyone plugs their laptops into the media:scape table, you can switch which screen is displayed on the monitor with the push of a button. Whenever someone finds a really helpful source, they can push the button and everyone can see that same source up on the big screen.

While the SAC Pit is super busy during the morning and early afternoon, it quiets down and turns into a great place to study. All four floors of Arts and Letters have different arrangements of tables, couches, and chairs that make studying a lot more comfortable. It's one of the most popular places to meet for group work, so good luck finding a table during the day. Through a twist of fate and luck, my dad and I scored tickets to the Chicago Blackhawks game against the St. Louis Blues. Getting lost on our way to the United Center, it was overwhelming when we first arrived into the stadium.

The sheer number of people in red jerseys myself and my dad included confused us and comforted us at the same time. The finals score of Game 6 was 6 to 3, with the Hawks advancing to Game 7 of the first round of the playoffs. Everyone did, but still…. I decided to enroll in an online course with DePaul career specialist and instructor Michael Elias. Did I really need to upload a recording of my elevator pitch and receive critiques from classmates?

The answers? Yes, yes and yes. I feel confident about going into my next networking event and introducing myself and my career goals to complete strangers. Our final assignment consists of making our own online portfolio, in which we showcase our accomplishments and essentially, our personal brand. Do your research before making a decision. What is the mission of the college? What academic resources will you have access to? What kinds of clubs are available? Will there be internship opportunities? What are the perks of being a student at DePaul?

Where is the campus? What are the facilities like? Can you study abroad? What does this mean? As long as you get your housing paperwork in on time, you will not be turned away or put on a wait list. Keep in mind that you are not required to live on campus — though we do suggest it for your first year at DePaul! Field trips, free food and new friends? Want to see a music theory class, intro to music education or orchestra rehearsal? How about a tour of our new and improved practice rooms?

Choosing a university can be really challenging with high attendance costs and potentially leaving home for the first time. I hope that you will consider DePaul for your next educational journey! As always, you can contact the music admissions office with any questions or concerns — you might even get me on the phone! DePaul is a great place to be, and I think you will agree. The most obvious benefit is straight-up proximity. There are tons of jobs on both the Lincoln Park campus and the Loop campus.

The first year I worked at the library, I lived across the street from the library. I could literally go from my bed to the front door of the library within four minutes. As you probably know, DePaul operates on the quarter system , which is obviously different than the typical semester system.

Unlike many internships most of which are based off of the semester system , on-campus jobs are structured around the quarter system. So instead of trying to schedule your classes around an internship that may overlap two or three weeks with the next quarter, you can build your work schedule each quarter around your class schedule.

You can expect supervisors to be extra understanding during finals as well! Furthermore, since on-campus jobs are based on the academic calendar , most jobs are reduced or optional during academic breaks.


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Plus, if the university closes because of weather or something like that, that most likely means that work is closed, too. I think an off-campus job is best for those who really want experience in a specific, specialized field. Of course, the annual show did not disappoint. I have no idea. The flowers I recognized at the s how were few and far between. They even labeled grass in case you got confused by the green stringy things growing out of the soil.

How nice. The show celebrated not only flowers, but also recreated various iconic destinations out of flowers. In case you are wondering, you are not allowed to purchase any flowers at the flower show. Quite ironic considering you can buy anything else under the sun at Macy's. Bring on the allergies. As fun as getting all four of my impacted wisdom teeth surgically removed was, I just felt like my time could have been spent more usefully. Laughing gas, pain pills, and Netflix helped to numb the effects of the extraction, but nothing could have prepared me for recovery road.


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The summer was looking busy and profitable. On the third day, I went back to the same fire after having had a good breakfast and feeling well rested. It was an unusually hot day with some wind, so I was hoping for some of my favourite work on a fire - water bucketing. However, after I set 20firefighters out to work, the fire boss had me sling in camp gear, as he expected this to be a campaign fire.

I was a bit sceptical of this, as I was worried that I might be expected to stay in the rough camp. The truck driver had dumped all the camp gear at the staging area, and I had nobody to help load up the nets and roll barrels. That meant that every time I arrived at the staging point, I had to get out of the helicopter, load the nets and attach my longline.

It was hot, dry, and smoky, and I was getting hungry and irritated. But I wasn't going to let the fire boss know that my frustration level was getting high, as I enjoyed the job and didn't want any complaints about me. I certainly wasn't going to allow another pilot - or worse, a competitor - take this dream job away from me. By the time I had all the camp gear flown in from the nearest road staging point and picked up the crews, my flight log showed I had flown 7.

I was hungry, thirsty, hot, tired, and dirty, and looked forward to a shower, dinner, and an air-conditioned motel room. I informed the fire boss of my pending "time-exed" status. He said that the camp cook had seen some bears in the area, and asked me to stay at the camp for a few more hours, even though I was nearing the end of my hr duty day.

So, in the spirit of cooperation, I put on a brave face and helped the fire crew set up the tents. While they were eating, I carried boxes of groceries, rolled barrels of fuel, cleaned up my helicopter, and fixed a loose wire on my longline. I didn't worry about getting something to eat, because, after all, I was going back to town for a hot meal and a shower at the motel. After my hr duty day had expired, the fire boss asked me to stay the night, as he was concerned about bears in the area.

I made one more round trip to the staging area with him for some more firefighting equipment and to look for the bears.


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Twenty-four revenue hours in three days would be a good pay cheque. When we got back to camp, the camp cook told me that there was nothing left for supper. As it was now getting dark and I had flown my maximum hours as well as exceeded my duty day, I had no choice but to grin and bear it. There was no hot supper, shower, or air-conditioned motel room for me that night, but I wasn't going to complain. No supper was just the start of the bad news, as I was then told that there was not sufficient room for me in any of the sleeping tents, but I could sleep in the supply tent. Being a resourceful pilot, I pulled out the emergency sleeping bag from the helicopter, and looked in the supply tent.

Nothing but gravel and some broken boxes of dry macaroni. I didn't want to be called a whiner, so I made the best of it. I spent a cold, uncomfortable night lying on gravel with no mattress or pillow, listening to rodents eat the spilled macaroni. I was hungry, dirty, sweaty, and in desperate need of a shower and a change of clothes.

Everybody else was sleeping, and I didn't want to make any noise in the kitchen tent looking for something to eat and drink, so I cleaned my helicopter some more, carried out a real thorough pre-flight inspection, and stood up some fuel barrels in anticipation of another busy day. At about 6a. You expletive deleted pilots think you are so important! I'll call you when breakfast is ready and not a minute sooner! At 7a. I checked with the fire boss, who decided to accompany me. The helicopter was full of fuel, but my stomach wasn't.

Still, getting out of that grumpy cook's way was most appealing. We worked on the second fire for about 4hr before another helicopter showed up to relieve me, and the fire boss and I returned to our camp low on fuel. By this time, there were 20firefighters ready to go to work. I re-fuelled and set out the crew and their equipment in about 2 hr of flying time. The crews understood that I needed to refuel the helicopter, but I still had not had supper, breakfast, a shower, or anything to drink.

Just as I was about to shut the helicopter down for some badly needed nourishment, the fire boss came running over and informed me that I had to go to the staging area to pick up a radio operator and some more supplies. OK, one more trip, and then I could get something to eat and drink. I began to give the new radio operator my standard safety briefing, but she informed me that she didn't need one.

One of those types. Back at camp, a pressing need to deliver some lunches to the fire line meant another delay in getting some food and drink. My level of frustration was getting a little bit higher every minute. By this time, fire activity was picking up, and I was confident I could keep going. The radio operator was cluttering up our already congested radio frequency with many requests to "say again.

Back at camp, I politely asked for a break so I could get something to eat and drink. The fire boss wasn't happy about my request, as he only had one helicopter to work with, but he accepted. In the middle of my two-minute cool-down, a very excited firefighter with an irritating high-pitched voice screamed on the radio, "Help me! I'm getting burned to death! A quick reconnaissance of her area showed she was in no immediate danger, but the fire boss advised me to keep an eye on her.

Then the usual requests were coming in to us by radio, "Tell Dave to turn up the pump. The possibility of fatigue and frustration getting in the way of sound judgment never crossed my mind, as I just wanted to please the customer. As we were circling the fire, the fire boss told me he needed me to work late that night, as he was going to require me to sling in some more groceries and camp supplies after I picked up the crews.

I thought, "Marvellous. Here I go again, another day without being able to sit down for a real dinner. By the time I finish, there won't be enough daylight left to fly back to town for a good night's sleep, so it'll be another night in that tent. And how am I going to fudge my logbooks to avoid showing that I exceeded my flight and duty time limitations?

The next task was to move a firefighter and some hose from the top of a hill to another location. As we approached the grassy knoll, I could see the firefighter carrying the hose across a steep slope with some burned-out stumps. Not an ideal location, but picking him up there would save him walking ft up the hill, and get me that much closer to food and drink.

At this point, it seemed like my peripheral vision was getting rapidly narrower. The area was tight, and there were a lot of stumps, but nothing I recognized as being overly hazardous. I was not able to advise the firefighter of my plans because of the steady radio chatter, but as I approached, I saw him crouch down. My thoughts were, "Perfect, this guy is a pro. He can see that I am going to pick him up here, and he's making it easy for me. This will go really smoothly. I'll do a quick toe-in landing with him at my left rear door, and he can jump right in. What a way to impress the fire boss!

I was hot, hungry, thirsty, and sweaty, my shirt and helmet were sticking to me like glue, and I hadn't slept for about 34hr. Not a very glamorous situation. I informed the radio operator that we were picking up Bravo10 at pad7. After what seemed like an eternity on a very busy radio, I got the reply, "Roger, copy you picking up Bravo7 at pad Just as I was about to settle the front of the skids between some stumps, I remembered that I still needed to correct the radio operator's misunderstanding.

Then the high-pitched voice came over the radio again, "Hurry up! Help me! The fire boss, who was sitting on my left side, said, "Let's hurry and check up on her! Compulsive instinct was replacing sound decision making. As I closely monitored the position of my main rotor near a tree, and the front right skid inches from a stump, I heard the fire boss gasp on the live intercom. I looked up to see what the problem was, and the firefighter who had seemed to be making my toe-in landing so easy had just stood up and was moving up the hill with the roll of hose, just as he had been told to do, right under the main rotor!

I was now out of options. My brain failed to function, and it seemed like I was viewing the world in black and white. I was completely out of energy. All I could do was pull on the collective and hope I could lift the helicopter up before the unsuspecting firefighter walked into the rotor. This is the time that Murphy decided to pay his visit. My right skid hooked the stump, and even though I had been well trained to avoid pulling collective in this situation, the combination of an impending decapitation and sheer fatigue meant that this long chain of events resulted in a classic dynamic rollover.

Looking back on the situation now, I had had every opportunity to shut the flight operations down until I had something to drink and eat, or I could even have requested a relief pilot because I was very tired. It's funny how customers tolerate delays to refuel the helicopter, as they see running out of fuel as a serious hazard, but the pilot is regarded as a machine who doesn't need to sleep, eat, or drink. This account of the events leading up to a preventable accident is not an attempt to blame the firefighters. The cause of this accident was my decision to perform a tight toe-in landing among some stumps, rather than wait one or two minutes to pick the firefighter up at a much better location.

This was a day when normal decision-making processes were affected by hunger, dehydration, accumulated stress and fatigue - factors that I have personally found to be in abundance on many job sites, but especially fires. The regulators at Transport Canada have tried to enforce rest time with complex flight and duty time regulations, but this was a situation where the pilot was severely fatigued, but well within the regulations.

Now when I read accident reports in the Vortex, I imagine there were usually a lot of human factors that resulted in the accident besides just the last few seconds before the terrible sound of the rotor blades hitting the ground; customer pressures, company pressures, or worst of all, self-imposed pressures. One thing I have learned from my experience on that terrible day is that I never want to be hanging in an upside down helicopter again. Recognize that fatigue is hazardous, admit when you are tired, and break the chain of events!

Names of the client, crew and fellow pilot have been changed for obvious reasons. The scene is: New commercial helicopter pilot, first job, first contract, and first year of flying Things are going great, I've got about hr of spray time to start my career out now, and I'm thinking I'm pretty damn good at this pilot stuff! When I landed, Ace had already pushed his machine into the hangar. He and our chubby little ground crew, Junior, were waiting for me to go have a late breakfast with them. I landed and shut down, tied up, and pulled the battery connection, and that was when it all began Just then, the client representative, Knuckles, came running over to me.

He said he had gotten authorization from his boss to go for a reconnaissance recce flight and take a look at the spray area and get some pictures. Since he was in a rush, and my machine was still outside, we decided that I'd be the guy to fly him. Getting ready to go, I fuelled up, untied, pulled the stack covers, and plugged in the battery. I was just about to start when Knuckles realized that the batteries in his digital camera were dead.

He had to run back to the city office to get re-supplied. I got out and, because it was pretty windy, I tied up again. Then I went to water the grass behind the hangar while I waited for Knuckles, and told Ace and Junior to go to breakfast without me. Back comes Knuckles in a mad rush, re-supplied with batteries. We take the passenger door off to help him get good pictures, get all belted in, and we're ready to go. My machine didn't like to start if the engine was still warm, or hot, from a previous shutdown.

It seemed to start better if you cranked it over for a bit with the magnetos mag off, and then flipped the mag on while cranking. So here I was, cranking her over with the mag off, just applying pressure to the mag switch with my fingers to turn it on when chubby little Junior comes running out of the hangar, like I'd never seen the hefty little bugger move in my life; flailing his arms madly in an effort to get me to stop Stop I did, and jumped out of the helicopter to give him hell for running up to the machine like a madman, just as I was about to start.

He reached my side of the machine as I exited, and pulled me around to the side of the machine out of view of my passenger, Knuckles. Then he pointed to the tail of my helicopter. There flapping madly in the breeze was the end of my tie-down cord, which was all knotted up nicely in a perfect hitch knot, tying the main rotor blade down to my tail rotor gear box. At that moment the little bugger redeemed himself immensely in my eyes and saved me from starting the machine while tied down. In a turbine engine machine, this wouldn't have been good. In a piston engine machine, I think this would have had catastrophic consequences, especially since the tie-down was one of those ones with the thick, round, tie rope made of the pull-cord type material, which I'm sure wouldn't have broken before the mounting bolts on the tail rotor gearbox.

You all know how violently they start, when they decide to. If Junior hadn't stopped me, I am sure the tail rotor gearbox and blades would have made a hell of a ruckus as they were torn off and flung around the machine in a nice circular path 2 ft off the end of my rotor blade. It would have ruined the day for everyone I'm sure, and quite likely brought my career to a screeching halt!

Well, I was highly embarrassed in front of Junior, yet, also quite appreciative. I even bought the lazy bugger breakfast for about a week straight. As far as the passenger, I sheepishly climbed back in and concocted some cock and bull story about Junior wanting to check the fuel cap or some other bologna, and we went and did our flight.

No worries, right?

I think the passenger was already worried enough about flying with the door off judging by how tightly he had yanked his seatbelt and flying with a "still wet behind the ears" Hour-Wonder! Also, if I'm interrupted from my regular schedule of events, or something is "out of the norm" as it was here, I have developed my own little safety technique. IF, for some reason I know that I'll only be shut down for a few minutes, but because of wind conditions I need to tie down, I drape the stack covers over the cyclic grip.

This way, if I suffer from a temporary bout of retardation and hop into the machine without untying, AND don't look out to verify that my blades are untied, I still have the stack covers over the cyclic reminding me that I'm tied down. If I now still try to start the machine, then at least I'll have the strap that is sewn between the stack covers to strangle myself with after I wreck the helicopter!

Anyways, hope you can learn something from my mistake, or at least gain a little entertainment from it. Hope you guys all find something to share! It has been years since I have seen this old hazard in aviation - I was beginning to think that it had disappeared, but, surprise, it is back when you least expect it! January16, , started as a sunny Sunday morning in the Ottawa area. By early afternoon, the engine on our AA-1 Yankee had been nicely preheated and we were ready to start.

By that time, the high clouds from an incoming system were turning the day duller in colour. A trace of stratus fractus was hanging around at 3 ft. We took off and climbed up to 3 ft on our local flight, calling terminal in the climb. I pulled on the carb heat and the RPM bled off even more - "splutter, splutter," and then the power came back quickly. Carb ice, on a day like this? A few minutes later, it was back so we decided to leave the heat on "hot," as this wasn't clearing up.

The rest of the trip was uneventful, except for the higher fuel burn due to the almost continuous use of carb heat to keep the ice at bay. Returning to home base, we were informed that a student pilot flying a Cessna was stuck on the runway. The wouldn't start after having "flamed out" on the ground during a touch-and-go.

A stream of aircraft coming home decided to hold in the local practice area while the Cessna was pulled off the runway. The culprit? Carb ice again - a long final approach at reduced power with the carb heat off, and the engine stopped on the runway. After the plane was cleared, the rest of us returned without incident for landing. While paying for fuel at the flying school, I talked to an instructor there. She had been up flying for much of the day in the school's s, and had also seen lots of carb ice - more than in a very long time.

Other pilots reported carb ice too. Even some pilots flying ultralights with two-stroke engines that are normally pretty "carb-ice-resistant" and are not carb-heat equipped returned home with rising exhaust gas temperatures EGT. The carb ice didn't give up easily. After refuelling at the pumps, we started up to taxi back to the hangar line. The engine started fine, but balked on throttle increase. Some more carb heat cleared that up quickly and we got the Yankee back to the hangar without any further icing incidents. What a strange day - carb icing was not suspected, based on the surface temperature and dewpoint, nor after consulting the carb ice chart found in section AIR2.

Many of us haven't seen carb ice in decades - we were beginning to not believe in it anymore! The lesson is clear - check for carb ice regularly, even when you don't expect it, and watch your RPM carefully or manifold pressure in constant speed prop-equipped aircraft for the telltale signs of power loss. Get the carb heat on first when you do! That's pretty logical and pretty easy. The biggest questions were "Do I have everything I need? Now, another question gets asked: "Can I use electronic aeronautical publications and charts?

If an electronic device contains the necessary information and can display it to the pilot, the requirement is met. After all, the root of the word "publication" is "public," not "printed. However, there are some points you should think about before throwing away those paper publications in favour of electronic ones:. Check that the electronic information is current. Make sure the device doesn't run out of power. Confirm that it doesn't interfere with the aircraft's other systems. If you plan to connect the device to the aircraft in any way, take care that the work is done properly.

The CASR state that peace officers, as defined in the CASR, are permitted to carry or have access to unloaded firearms on board an aircraft if they require access to the firearm immediately before, during or immediately after the flight such as a prisoner escort. Certain conditions must be met, and are outlined in the CASR. Ammunitions are not allowed in carry-on baggage. For the requirements governing the transport of ammunition as cargo on board an aircraft, refer to sections Transport Canada wishes to maintain a high level of awareness within the civil aviation community on the hazards of flying with ice and snow adhering to the critical surfaces of an aircraft, and on flying into icing conditions.

This article is primarily aimed at the general aviation pilot, but indeed applies to all pilots who fly in our tough climate, so please read on! A very small amount of roughness, in thickness as low as 0. The consequence of this roughness is severe loss of lift, increased drag and impaired manoeuvrability; particularly during the take-off and initial climb phases of flight. Ice can also interfere with the movement of control surfaces or add significantly to aircraft weight, as well as block critical aircraft sensors. There is no such thing as an insignificant amount of ice.

Aircraft operating from smaller regional airports are generally de-iced by company personnel, or in some cases directly by the pilot of the aircraft, using a pressure sprayer containing an approved de-icing fluid. Aircraft must be de-iced shortly prior to takeoff. When operating under icing conditions from remote sites, aircraft operators are responsible for carrying the appropriate anti-icing and de-icing equipment on board the aircraft or storing the equipment at the airport.

If conditions are too severe, pilots are prohibited from attempting a takeoff. In all aviation operations, the pilot-in-command PIC has the ultimate responsibility to determine if the aircraft is in a condition for safe flight. Pilots should become familiar with applicable Canadian Aviation Regulations CARs and Standards, the procedures recommended by the aircraft manufacturer in the pilot operating handbook POH , aircraft flight manual AFM , maintenance manual and, where appropriate, the aircraft service manual. As well, they should comply with all company operations manual provisions.

If reliable holdover times are to be achieved, only qualified fluids that are stored, dispensed and applied in accordance with the manufacturers' instructions are acceptable. The qualified fluids have undergone laboratory testing to quantify their protection and to confirm aerodynamic acceptability.

Manual methods - Reducing the amount of de-icing fluid used can have a positive impact on both the cost and the environment. Manual methods of snow removal should be used whenever possible, as long as safety is not compromised. There are a wide variety of devices available to assist in the removal of frozen contaminants from aircraft. Factors such as temperature, amount of contamination, wind conditions, and contaminant location must be taken into account when choosing the method.

Under extremely low temperatures, the use of glycol-based fluids is limited refer to the fluid manufacturers' specifications for details. In these circumstances, manual methods may be the only option. Note: Extreme care must be taken whenever manual methods are used, to protect the highly sensitive and often fragile sensors and navigation antennas. Also very vulnerable to damage are: pitot tubes, static ports, angle of attack sensors, and vortex generators. When sweeping or "pulling" contamination off an aircraft, care must be taken to use motions which pull contamination away from any openings, in order to avoid forcing the contamination into any openings on the wings or stabilizers.

Brooms - Probably the most commonly used and most readily available de-icing manual tool is the broom. Although a common household broom could be used, a larger, sturdier commercial variety is usually chosen. Care must be taken to ensure the bristles are sturdy enough to be effective, yet not so stiff as to do damage to the skin of the aircraft. The broom that is to be used to sweep snow from the aircraft should not be used to sweep floors, as this can introduce unwanted foreign contaminants and chemicals to the aircraft surfaces.

Brooms are very useful in cleaning windows and other sensitive areas e. Aircraft height requires that extra attention be paid to safety, especially when combined with the tendency to stretch the reach with a broom. If a ladder or other such device is used, personnel must be certain that it is well steadied. Slippery surfaces can make climbing somewhat dangerous.

Personnel have attempted to sweep snow from wing and tail surfaces while standing on these surfaces. This is an extremely unsafe practice with a very high risk of a slip and fall accident. As well, many surfaces are not stressed to support the weight of a person. The broom should be used in a pulling motion from leading edge to trailing edge. Scrapers - The most common type of scraper used is the commercial variety used to remove accumulation from building roofs.

Because the handles of this type of scraper will often make contact with the wing, care must be taken to protect the wing. This can be accomplished by covering the handle with a foam wrap. Normally best with wet heavy snow, the scraper should be used in a pulling motion from leading edge to trailing edge i.

Also available commercially, and of similar benefit to the scraper, is the squeegee. Squeegees are generally available in a variety of sizes and have foam or a similarly soft material on one side and a rubber blade on the other side. Ropes - Ropes are another method of removing contamination usually light frost from wings and horizontal tailplanes.

The method requires two personnel and a seesaw motion back and forth across the surface to remove the contaminants. This method tends to polish thicker layers of frost, and under such conditions is not considered an acceptable method of preparing an aircraft for flight. This method would leave frost contamination on the critical surfaces prior to takeoff, which would not comply with CAR Portable forced air heaters - Heat from a portable forced air heater can effectively remove frost and ice from critical surfaces.

These heaters are commonly found in remote and Northern Canadian locations, and are normally used to heat aircraft interiors and to pre-heat aircraft engines. The operator directs the airflow from a flexible duct onto the contaminated surface and the combined effect of the heated air and low velocity airflow melts and evaporates contaminants. This technique has the effect of briefly warming the wing surface and can cause snow or other contaminants to stick to the surface when precipitation is present.

The operator must keep moving the duct to avoid overheating any spot, as these heaters generate enough heat to cause damage to de-ice boots and other equipment if directed at a single spot for too long. Any water tends to refreeze quickly, as no FPD fluids are used. Hand sprayers - Extreme operational conditions often require specific solutions. Winter operations in the Canadian North pose their own problems due to the extremes in both weather and temperature. It has been noted that a number of air operators carry Type I fluids with them in the aircraft from station to station so that it is available.

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The containers in which the fluid is kept resemble the common garden insecticide sprayer. The fluid in this circumstance would appear to be kept at room temperature. De-icing fluid is mixed with hot water to remove contamination from the aircraft. This is done from the top of the aircraft down and in a symmetrical fashion. Follow all guidance material listed in the flight manual for normal procedures. Don't forget the undercarriage and the assistance of other personnel. It is imperative that the personnel applying the fluid are properly trained and that a consistent fluid application technique is utilized.

Most aircraft ground-icing-related accidents have occurred when the aircraft was not de-iced prior to takeoff. The de-icing process is intended to restore the aircraft to a clean configuration so neither degradation of aerodynamic characteristics nor mechanical interference from contaminants will occur. In accordance with the operator's program, takeoff may occur after the holdover time has been exceeded only if a pre-take-off contamination inspection is conducted and it is determined that critical surfaces are not contaminated.

Transport Canada's interpretation of the phrase "inspected immediately prior to take-off," in the ground icing context, is that the inspection must be conducted within five minutes prior to beginning of the take-off roll. This practice is not intended to be used continuously every five minutes, but as a one-time only condition after holdover times have been exceeded. A fluid is considered failed when it is no longer able to absorb frozen precipitation.

Under these circumstances, it must be assumed that the contamination is adhering to the critical surfaces. Failed fluids can be difficult to recognize, in that a layer of clear ice may have formed under the fluid. This clear ice can usually only be detected by a tactile inspection. A failed fluid will usually lose all its glossiness and have a dulled crystalline appearance. While snow on a wing may be readily apparent, the clear ice that may have formed underneath is not. Similarly, when used alone, TypeI fluid can refreeze in a matter of a few minutes after the holdover time has expired under certain precipitation conditions especially freezing drizzle and freezing rain.

The appearance is of a dulled rough coating of frost. Action view from the cherry-picker's position. All of the products above can be purchased from the new Transport Canada Transact Web site at www. Finally, the 7 th edition of the When in Doubt Check out the following Web site for all the details: www. One new TypeII fluid was evaluated last winter to assess its holdover time performance. This fluid will not be commercialized this year. Two new TypeIV fluids were evaluated last winter to assess their holdover time performance. One of those fluids, Octagon Maxflow, will be commercialized this year.

A new manufacturer-specific holdover time guideline table has been generated for this fluid. TP, Ground Icing Operations Update , has undergone significant changes this year, including a new name. This reference document should continue to be used in conjunction with the HOT Guidelines. The group spent over two years contributing and refining material for the new edition. Industry members included: air operators, airport authorities, equipment manufacturers, fluid manufacturers, ground icing service providers and researchers. The American Heritage Dictionary identifies this as "a special advantage, permission, right, or benefit granted to or enjoyed by an individual.

Regardless of which definition you choose, its clear that being granted a " privilege ," be it regulatory or otherwise, is serious business. The scope of privileges associated with an AME licence allow for certification i. However, there are several other privileges and responsibilities attached to the AME licence; one of them being the responsibility of confirming an AME applicant's experience in the technician's personal logbook.

Where the primary privilege is self-explanatory and clearly understood by licence holders, past and current practices indicate there is confusion regarding the scope of the secondary privileges ; their associated legal responsibilities and to whom they apply. AMEs must be conscious of what they are signing for when it comes to tasks performed by another person; AME applicants must be careful to ensure that they record the tasks correctly and get the right people to sign for them.

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It is surprising how often task records e. AME logbooks or other such documents are presented to Transport Canada TC for licensing assessment purposes, and during the review it's discovered that:. You bet'cha! In these types of situations, both the inaccurate entries made by the apprentice and the certifications made by the AME could be viewed as false entries and subject to regulatory enforcement action. Because both the person who wrote the entry and the person who signed for it are liable for the accuracy of the statements made or claimed.

By recording the entry, the applicant is certifying that they have in fact performed the task on that date, aircraft type and registration - and that the person they got to sign for the task supervised them completing the work claimed. By appending their signature and AME licence [or approved maintenance organization AMO ] number to a task performed by another, the signatory is certifying that they have personally observed the work to the extent necessary to ensure that it is performed in accordance with the requirements of any applicable standards of airworthiness - and that the individual who completed the work was competent to meet the requirements of Canadian Aviation Regulations CARs Standard If the task was not completed under the current supervisor's realm, they cannot be asked to sign for it.

If the AME was not suitably licensed, or deemed to be an equivalent person i. So when someone says, "Hey boss, I need you to sign off some tasks in my logbook, you know, engine and starting systems stuff I did," as the applicant you need to make sure that you've filled out all of the information required in the logbook pertaining to that work, that it's accurate and that you ask the right person to sign it off. As the AME , you need to check to see when that task was performed in order to ensure that it was in fact completed under your supervision, and that you are eligible to sign for it.

Remember - TC will check this information when submitted for review. Errors of this type will result in rejection of the task list or logbook; additional work and time for the apprentice to correct the entries; identification of the AME incorrectly signing for tasks; and the possibility of enforcement action.

The bottom line is , be conscious of what's being recorded and what's being signed. And remember, both the AME and the apprentice are legally responsible for the accuracy of the statements made or claimed. Based on events smoke and fires in aircraft that happened in the last few years, it would be fair to say that wiring installed in aircraft, small and large, has not received the care it should.

A sustained aviation personnel culture shift towards aircraft wiring must occur to reduce incidents and accidents caused by faulty wiring systems. During cargo and baggage loading, and servicing and maintenance activities, wiring is subjected to a lot of abuse. It is stepped on, pulled on, stretched, contaminated with metal shavings, has various liquids spilled on it, and is sometimes used as a handhold. It may not be apparent at that particular time that the wiring suffered some degree of damage.

The damage may appear as an intermittent fault or other mysterious performance of some systems. Cleanliness of wiring systems must also be addressed during the lifetime of the aircraft. Awareness campaigns and continuous training directed at all personnel who are involved in aircraft manufacturing and maintenance would greatly improve the state of wiring systems in aircraft.

Awareness campaigns and continuous training should be focused on cleanliness around wiring, the importance of following the standards related to installation practices, the appropriate size of wires for a particular application, adequate wire separation, clearance to structure, and routing. Replacement wires and wires used when installed under a supplemental type certificate STC must be compatible with those of the aircraft manufacturer and in compliance with the related installation standards.

The ageing aircraft wiring inspection mandated by the Ageing Transport System Rulemaking Advisory Committee ATSRAC found many discrepancies, such as, questionable wires wires not qualified for airborne use often utilized to perform a repair or a modification STC installations , damage to wires, improper separation, inadequate clamping, damaged clamps, chafed wires, and inadequate support. Most of these discrepancies would have been found and corrected by maintenance personnel if the guidelines detailed in the aircraft manufacturers' wiring standards manuals had been followed. The onus is on the original equipment manufacturer OEM to provide complete instructions for continued airworthiness ICA including wiring inspection and maintenance instructions.

Maintenance personnel should also consult those FAA ACs for appropriate guidelines where shortcomings exist in the manufacturers' wiring standards manuals. Even though the subject AC is primarily for unpressurized aircraft, it is quite appropriate to follow its guidelines to supplement the gaps that exist in the aircraft manufacturers' wiring standards manual. Wires were also found that were not marked in compliance with the requirements of the regulations.

This condition leads to difficulty in performing required system maintenance, faultfinding and may also lead to maintenance errors. To attain a true culture shift toward safe wiring practices, top management of the aviation industry, as well as everyone involved in the manufacturing of aircraft, air operators and maintenance organizations, must adopt a new attitude related to the handling of wiring systems on board aircraft, to ensure those systems receive the attention and care they deserve. This culture shift will ensure improved safety for the travelling public. The application of torque paint slippage marks to fuel, air and oil lines and fittings serves more than just one purpose.

The most obvious reason is to provide a visual indication to confirm that the subject line and fitting are still at the required torque value they have not come loose. Many engine manufacturers include the application of torque paint slippage marks to fuel, air and oil lines for that very specific reason. It provides for an easy visual confirmation that the subject fitting has not loosened or backed off. The application of torque paint can also be very helpful to the aircraft maintenance engineer AME or technician who is installing or replacing many fuel, air and oil lines during scheduled and unscheduled maintenance.

During the installation of multiple fuel, air and oil lines, the application of torque paint after each correct torque value application will provide an additional confirmation that this task has been completed. After the installation of many lines, as in the case of an engine change, it becomes very easy to forget which lines have had the correct torque value applied, and which ones have just been hand tightened to facilitate installation and alignment.

The application of torque paint slippage marks after the completion of the correct torque value to the fitting provides this additional safeguard. Why do we still hear and receive reports of fuel, air and oil lines becoming loose and causing serious accidents or incidents in aviation?

Engine manufacturers require that all fuel, air and oil lines, be visually inspected as part of either a pre- or post-flight inspection. Without this visual aid of torque paint, the AME or technician would need to physically check the torque value of every line and fitting to ensure that they are still at the correct torque value. Visual inspection of lines and fittings for any missing torque paint provides a confirmation that the fitting is still tight. Any missing torque paint would be suspect, and is intended to alert the AME or technician to physically check the subject line or fitting to confirm whether it is at the correct torque value or not.

Any fittings found to be loose should be re-torqued and have the torque paint re-applied. Slippage marks are also commonly used in tire assembly and build-up to reduce the possibility of tire and tube failure due to slippage. The tire is marked and indexed with the wheel rim, which provides for an easy visual indication of any tire slippage. Not only does the application of torque paint slippage marks make good sense, most manufacturers require it. Operators and maintainers should ensure that torque paint slippage marks is applied correctly and is inspected at the required intervals to help ensure that they provide the additional safety that was intended.

As a multi-disciplinary team, the Division also provides functional advice to regional and headquarters personnel, and advises stakeholders on the consultation and regulatory process. In addition, the team is responsible for the timely processing of exemptions to regulatory requirements, amendments to the Canadian Aviation Regulations CARs and the Aeronautics Act , the maintenance and amendment of the Delegation of Authority document, and the issuance of official credentials to delegated officers.

Last but not least, Regulatory Affairs manages and publishes the aeronautical information publication A. CARAC was established in , and is a joint undertaking of the government and the aviation community, with participation from a large number of organizations outside Transport Canada representing the overall viewpoint of the aviation community. CARAC recently celebrated its 10 th anniversary. This council has become enshrined in the Canadian civil aviation rule-making process and is well respected by industry and government stakeholders.

We are confident that you will be as excited as we are with this new service available to our stakeholders! As a contracting State of the International Civil Aviation Organization ICAO , Canada has the obligation to promote compliance with aviation regulations, and efficient operation of all aviation activities for which it is responsible.

In Canada, Canadian regulations apply to people, aeronautical products, and all other objects. Outside of Canada, they apply to holders of Canadian aviation documents, as well as Canadian aircraft and their passengers and crew. Transport Canada's aviation enforcement policy recognizes the fact that "voluntary compliance" with the regulation is the most progressive and effective approach to achieving aviation safety. However, punitive action may prove to be necessary when there is a violation of the Canadian regulations.

This punitive action is applied with fairness and firmness depending on public safety and economic consequences. Each month, the Aviation Enforcement Division publishes a summary of all punitive action taken against companies or people who have contravened the Canadian regulations. You are invited to consult these documents at the following Web site:. This is the first article in the aviation medicine section of the new Aviation Safety Letter. It will describe what happens during an aviation medical examination, and why. In coming issues, we will write about various medical conditions and how they may affect the fitness of pilots to fly or air traffic controllers to perform air traffic control ATC duty.

We welcome your questions and suggestions for topics to explore. Most pilots and air traffic controllers will need to visit an appointed aviation examiner periodically to obtain or renew a medical certificate MC. The few exceptions are those healthy enough to answer all questions on a medical declaration form in the negative, and who only desire a category4 MC.

However, if you have ever had any of the conditions listed on the form for example, high blood pressure , then you must undergo a complete medical examination by an appointed examiner. The category4 MC is restricted to use with gliders, ultralights, recreational pilot permits and student pilot permits aeroplane. All professional pilots commercial and airline transport require a category1 MC, air traffic controllers and flight engineers require category1 or 2 MC, and private pilots and balloon pilots require either category1 or 3 MC to validate their licences.

Examinations are required as frequently as every six months, for professional pilots who are at least 40years of age, or as seldom as every five years, for private or balloon pilots who are under The validity periods are printed in a table on the back of the MC. A list on our Web site www. If this is your first visit to a particular CAME, you will probably be asked to show proof of identity in the form of photo ID.

In addition to your identification, you should bring with you copies of any prescriptions or the medications themselves , and a copy of your lens prescription if you require glasses or contacts. If you have had medical treatment since your last examination, then the name and phone number of your personal physician will facilitate getting copies of any records or reports that may be required. The desired type should be consistent with your choice of primary type of flying intended recreation, business or career , as confirmed later on the form.

Your daytime telephone number and fax or e-mail if preferred , along with your current postal address in full, are required so that we can reach you promptly if we need to obtain further information. A tick-off box for address changes is provided so that Transport Canada records can be updated if you have moved since your last examination. You should write your complete legal names rather than just initials and nicknames as they appear on your passport or other identification.

Your country of citizenship and birth date are requested for compliance with international agreements. If you are a pilot, then the record of pilot flight time can be helpful if we need to apply flexibility, or when any medical limitation or restriction is considered. The identification of any aircraft accident is also important since this information is not routinely available from safety data and it may require special attention if it was associated with either a medical cause or resultant injury. Similarly, a positive answer to questions regarding prior medical unfitness being refused issue of an MC or receiving a medical pension may lead to a request to document the condition before a certificate can be issued or renewed.

Although a prior refusal to grant an MC may be considered as a red flag, you should be reassured that we will base our assessment only on your current condition and prognosis expected outcome. We will apply up-to-date standards which tend to be more liberal , using flexibility where possible. Many pilots and controllers who were previously found to be unfit would be acceptable by the current rules. One of the most important, but often overlooked, questions in PartA is: "Have you consulted a physician since your last aviation medical examination?

If yes, give reason. Finally, you should indicate the dates of previous MERs, audiograms or electrocardiograms ECGs submitted for licensing purposes, and indicate the official language in which you prefer to receive correspondence. PartB of the MER consists of a medical history and review of systems. The examiner should complete this part, but it also requires your input. A section on family history is included to identify persons at higher risk for genetic or familial diseases. There is also a block to record cardiovascular risk factors. Further investigation may be advised if you appear to be at increased risk for any of these conditions.

A thorough functional inquiry review of systems is the basis for any good medical examination. If there is any significant history or symptom, the details must be elaborated either on the form or on an attached sheet. If you have had an injury or illness, but have recovered without any disability that would affect flight safety, then the requested documents will easily confirm your aviation status.

One of the most important questions in PartB refers to current medications [prescription or over the counter OTC ]. Few medications are completely prohibited in aviation, but it is important for us to know what a pilot or air traffic controller may be using in order to advise them professionally. You may be told to avoid certain drugs for some time before duty, or to use alternatives with fewer adverse side effects. In other cases, the examiner may defer your renewal until the case has been referred to our office we will discuss the use of medications further in an upcoming issue.

After completing the review of systems or perhaps at the end of the examination , you will read, date and sign the statement of applicant. This is a legal declaration that must be witnessed. You are reminded that it is an offence under the Aeronautics Act to knowingly make a false declaration. The continued success of our medical assessment system relies on your honesty and candour as an applicant. The next part of the process PartC is the physical examination done by the physician, although other office staff may perform some measurements such as height, weight and blood pressure.

There is a place on the MER form to record surgical scars, tattoos or other marks, since these may occasionally be useful for identification following aircraft accidents. Special examination is made of the visual and auditory systems because of their importance in the safe operation or control of an aircraft. Another routine test is that of colour perception - usually tested with colour plates or with a vision-testing machine. If your distant or near vision is not fully corrected, your ocular muscle balance appears to exceed normal limits, or you fail the colour plate test, then you may be referred to an eye specialist for correction or further examination the topic of visual standards will be covered fully in an upcoming issue.

Normally, hearing may simply be tested using whispered voice or a screening audioscope, but if there is evidence of decreased hearing, you may need to be tested with an audiometer to obtain a pure tone audiogram. Professional aircrew are routinely required to submit an audiogram on initial examination, and again after age The rest of the physical examination, although comprehensive, will normally confirm what is known from your medical history and review of systems.

Even applicants who have had an amputation of a limb, or have some other physical disability, may be considered fit for certain types of permits or licences through the application of flexibility. Before issue of an MC, a practical flight test may be required so that the applicant may demonstrate the ability to compensate for the physical deficiency and safely pilot or control an aircraft. If you are a private pilot over 40years of age, you will need to submit an ECG at least every five years professional aircrew need to do so more frequently, and earlier.

The only other requirement during the examination is for a urine test, which can be done in the examiner's office. This is done by stamping, signing and dating one of the renewal boxes on the back of the MC. However, CAMEs are not permitted to issue initial certificates, alter restrictions or upgrade categories. If you are a new applicant, or if there is doubt whether you still meet the medical standards, then the CAME will defer issue or renewal. In that case, the RAMO will contact you to request further information and perhaps other medical investigations before completing your assessment.

In the unlikely event that the examiner considers you unfit to fly or control an aircraft because of a medical condition or treatment, they are obliged to inform Transport Canada as all physicians and optometrists in Canada must do in accordance with the Aeronautics Act. If you already held a certificate, you would be prohibited from exercising the privileges of your permit or licence in accordance with Canadian Aviation Regulation CAR Once this is successful, you will be issued a new MC.

Any restriction, such as "valid only when wearing required glasses," will be printed on the new certificate. Toll-free numbers for the Regional medical offices are printed on the tear-off bottom section of the MC, as well as published on our Web site under Contacts. Transport Canada has taken a leadership role in working to reduce incidents of air rage and increase safety in the skies.

What is air rage? Any sort of disruptive behaviour or interference with crew members that jeopardizes the safety of the flight. How prevalent is it? Evidence gathered to this point by airlines and the government suggests that air rage is not widespread, although recent attention to the issue is giving it more public prominence. Transport Canada is changing its regulations to make it mandatory for airlines to report incidents of air rage. What causes air rage? The causes are many, and could include excessive alcohol consumption and psychological factors related to travel or stress.

One of the first steps in dealing with unruly passenger behaviour that jeopardizes safety is to raise public awareness that interference with crew members is unacceptable and will not be tolerated. That's why Transport Canada and its partners in the air industry launched the world's first campaign to get the word out to the traveling public by providing material such as posters and ticket stuffers to air operators and travel agents across Canada. On May8, , Transport Canada distributed a booklet entitled, Unruly Passengers: The Police Response, an information guide for airline staff in Canada, to air operators and airline employees.

Originally produced by the Peel Regional Police and the Ottawa Police Service, the booklet outlines how the judicial process works and the role of law enforcement regarding air rage. A special working group led by Transport Canada, that included representatives from industry, labour and law enforcement agencies, issued a report making recommendations on how to combat and limit future incidents of unruly behaviour.

Transport Canada is taking action to implement the report's recommendations in its areas of responsibility, including changes to the Aeronautics Act to make it a criminal offence to interfere with a crew member's duties, and to the Canadian Aviation Regulations CARs to require mandatory crew training on how to prevent and manage incidents. The government is also working with Canada's aviation industry to improve policies and procedures in this area. Safety in the skies is a top priority for Transport Canada, and it will continue to monitor the situation and take action to improve safety.

Last summer, I was at a weekend fly-in hosted by a local airport, with 60 to 70airplanes and flying enthusiasts attending. On the last day, I went to see how so many aircraft might leave in an orderly fashion from a congested ramp and only one runway. I could not believe what I was witnessing!

Even more shocking was how these pilots prepared to depart. I expected that each aircraft would be taxied to a point short of the runway where the usual magneto check, carburetor heat check and the other important checklist items would be completed. This was not the first time I observed pilots not carrying out their pre-flight inspection and pre-flight checks. These checks are as important to complete as getting the weather before flight. It is the duty of a responsible individual in control of an aircraft to carry out these checks.

This professional behaviour is known as airmanship. When I went through training in the military, airmanship was treated equally as important as the regulations. We were taught how to become better aviators; how not to cut corners when important tasks were required to be done. We were deemed to be professionals.

One dictionary defines a professional as "one skilled in a profession, craft or art. Or is airmanship an acquired skill that someone achieves after years of experience? To answer these questions of what airmanship is, and whether or not it exists within our personalized skills , we need to understand the fundamentals of airmanship.

Now, imagine what automation will do degradation to your basic flying skills. Proficiency is much easier to achieve. Basically, the more you fly on a regular basis, the more you will become skilled in doing so. You should not be reluctant to hire a qualified flight instructor after a long period of not flying. You can bet that one hour of refresher will go a long way and will definitely reduce the risk. Generally, most of us fly on a very casual basis, during hospitable weather conditions.



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