Huh?!
World Airports You've Been to
- Thread starter oregonblitzkrieg
- Start date
Huh?!
Tequilla
Active poster
Only international airports:
Zurich
Frankfurt
Calgary
In the US:
Seattle
Portland
Oakland
San Francisco
LAX
John Wayne
Phoenix
Denver
DFW
Dallas Love
Lubbock
Amarillo
Austin
San Antonio
Houston Hobby
New Orleans
Kansas City
Atlanta
Chicago Midway
O’Hare
Charlotte
Nashville
JFK
Philly
Las Vegas
Zurich
Frankfurt
Calgary
In the US:
Seattle
Portland
Oakland
San Francisco
LAX
John Wayne
Phoenix
Denver
DFW
Dallas Love
Lubbock
Amarillo
Austin
San Antonio
Houston Hobby
New Orleans
Kansas City
Atlanta
Chicago Midway
O’Hare
Charlotte
Nashville
JFK
Philly
Las Vegas
BennyBeaver
New Fish
No Burbank?
Sad!
IPukeOregonGrellow
New Fish
Inuvik (Mike Zubko) Airport (IATA: YEV, ICAO: CYEV) is located 6.5 nautical miles (12.0 km; 7.5 mi) east of Inuvik, Northwest Territories, Canada.
The airport is classified as an airport of entry by Nav Canada and is staffed by the Canada Border Services Agency (CBSA). CBSA officers at this airport can handle general aviation aircraft only, with no more than 15 passengers.[1]
It is also used as a Forward Operating Base for CF-18 Hornet military jets operated by the Royal Canadian Air Force.
The airport is partially named after Mike Zubko, a famous local aviator.[4]
Contents
1 Airlines and destinations
2 Accidents and incidents
3 See also
4 References
5 External links
Airlines and destinations
Check-in area for Inuvik Airport
Airlines Destinations
Air North Dawson City, Old Crow, Whitehorse [5]
Canadian North Edmonton, Norman Wells, Yellowknife[6]
First Air Norman Wells, Yellowknife[7]
Kenn Borek Air operating by Aklak Air Paulatuk, Sachs Harbour, Tuktoyaktuk, Ulukhaktok
Depends on demand: Aklavik
Seasonal: Fort McPherson
North-Wright Airways Fort Good Hope, Norman Wells
Seasonal: Aklavik[8]
Inuvik has scheduled jet airline service provided by Canadian North and First Air. Canadian North operates Boeing 737-200 and 737-300 jetliners while First Air operates the Boeing 737-200.
Accidents and incidents
On 4 November 2010, a hangar fire destroyed three aircraft owned by Kenn Borek Air and operated by Aklak Air. They were de Havilland Canada DHC-6 Twin Otter C-GZVH, Beechcraft King Air C-GHOC and Beechcraft 99 C-GKKB.[9]
See also
Inuvik/Shell Lake Water Aerodrome
References
Canada Flight Supplement. Effective 0901Z 25 April 2019 to 0901Z 20 June 2019.
Synoptic/Metstat Station Information Archived 2013-06-28 at the Wayback Machine
Total aircraft movements by class of operation — NAV CANADA flight service stations
[1]
https://booking.flyairnorth.com/servlet/FlightPeriodServlet
Flight Schedule and Route Map Archived 2011-07-08 at the Wayback Machine.
First Air Flight Schedule
North-Wright Airways schedule Archived 2009-06-24 at the Wayback Machine
"Hull-loss description". Aviation Safety Network. Retrieved 12 November 2010.
External links
Page about this airport on COPA's Places to Fly airport directory
Past three hours METARs, SPECI and current TAFs for Inuvik (Mike Zubko) Airport from Nav Canada as available.
vte
Airports in Canada
Categories: Airports in the ArcticCertified airports in the Inuvik RegionInuvik
The airport is classified as an airport of entry by Nav Canada and is staffed by the Canada Border Services Agency (CBSA). CBSA officers at this airport can handle general aviation aircraft only, with no more than 15 passengers.[1]
It is also used as a Forward Operating Base for CF-18 Hornet military jets operated by the Royal Canadian Air Force.
The airport is partially named after Mike Zubko, a famous local aviator.[4]
Contents
1 Airlines and destinations
2 Accidents and incidents
3 See also
4 References
5 External links
Airlines and destinations
Check-in area for Inuvik Airport
Airlines Destinations
Air North Dawson City, Old Crow, Whitehorse [5]
Canadian North Edmonton, Norman Wells, Yellowknife[6]
First Air Norman Wells, Yellowknife[7]
Kenn Borek Air operating by Aklak Air Paulatuk, Sachs Harbour, Tuktoyaktuk, Ulukhaktok
Depends on demand: Aklavik
Seasonal: Fort McPherson
North-Wright Airways Fort Good Hope, Norman Wells
Seasonal: Aklavik[8]
Inuvik has scheduled jet airline service provided by Canadian North and First Air. Canadian North operates Boeing 737-200 and 737-300 jetliners while First Air operates the Boeing 737-200.
Accidents and incidents
On 4 November 2010, a hangar fire destroyed three aircraft owned by Kenn Borek Air and operated by Aklak Air. They were de Havilland Canada DHC-6 Twin Otter C-GZVH, Beechcraft King Air C-GHOC and Beechcraft 99 C-GKKB.[9]
See also
Inuvik/Shell Lake Water Aerodrome
References
Canada Flight Supplement. Effective 0901Z 25 April 2019 to 0901Z 20 June 2019.
Synoptic/Metstat Station Information Archived 2013-06-28 at the Wayback Machine
Total aircraft movements by class of operation — NAV CANADA flight service stations
[1]
https://booking.flyairnorth.com/servlet/FlightPeriodServlet
Flight Schedule and Route Map Archived 2011-07-08 at the Wayback Machine.
First Air Flight Schedule
North-Wright Airways schedule Archived 2009-06-24 at the Wayback Machine
"Hull-loss description". Aviation Safety Network. Retrieved 12 November 2010.
External links
Page about this airport on COPA's Places to Fly airport directory
Past three hours METARs, SPECI and current TAFs for Inuvik (Mike Zubko) Airport from Nav Canada as available.
vte
Airports in Canada
Categories: Airports in the ArcticCertified airports in the Inuvik RegionInuvik
BennyBeaver
New Fish
Disagree
1to392831weretaken
New Fish
Yeah, but have you ever taken off/landed at an airstrip in the shit? I hear Swaye has.
Not that landing strip.
IPukeOregonGrellow
New Fish
I've been to this one.
I've been to this one.
Giggity!
Sydney, Australia is the kewlest view I've seen coming into to an overseas airport. I was ready to throw another shrimp on the barbie.
Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
Pitch controls airspeed; power controls altitude. Eye-to-hook... keep playing with that power... eyeball the meatball.
Cool shit, Swaye! I'd love to get an opportunity to try this in a sim some day. I should bug my Navy buddy who is based out of NAS Whidbey. He's on the C-40 though and doubtful he could get me into a Growler sim.
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Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
Butthole clenching even as a gif and for more than one reason. TYFYES
Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
This past week, I gave Pumpy a lot of shit for calling me a pussy. But you can call me a pussy any day of the week Mr. Balls of Steel!
Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
Pitch controls airspeed; power controls altitude. Eye-to-hook... keep playing with that power... eyeball the meatball.
Cool shit, Swaye! I'd love to get an opportunity to try this in a sim some day. I should bug my Navy buddy who is based out of NAS Whidbey. He's on the C-40 though and doubtful he could get me into a Growler sim.
You see him working the throttle? It really is like that. You are getting calls from the LSO like "Power" and "Easy" which is helping give you an idea of the rate of movement you have around the glideslope. The meatball is fairly instantaneous but the LSO's can see start to go high or low (they have a camera with a GS line on it) before your brain can process all the variables. So that helps. But yeah, especially the first several times you do it it is stem power and muscle memory that gets you through. Hard for people to fully grasp all that you are trying to process - angle of attack, power, airspeed, glideslope, lineup: and all on the backside of the power curve as you suggest, so everything is 180 out from how you would "normally" fly.
It does get easier as you get experienced, but at night it is always a butthole clencher. I could squeeze coal into diamonds most nights. Good tims.
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Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
Pitch controls airspeed; power controls altitude. Eye-to-hook... keep playing with that power... eyeball the meatball.
Cool shit, Swaye! I'd love to get an opportunity to try this in a sim some day. I should bug my Navy buddy who is based out of NAS Whidbey. He's on the C-40 though and doubtful he could get me into a Growler sim.
You see him working the throttle? It really is like that. You are getting calls from the LSO like "Power" and "Easy" which is helping give you an idea of the rate of movement you have around the glideslope. The meatball is fairly instantaneous but the LSO's can see start to go high or low (they have a camera with a GS line on it) before your brain can process all the variables. So that helps. But yeah, especially the first several times you do it it is stem power and muscle memory that gets you through. Hard for people to fully grasp all that you are trying to process - angle of attack, power, airspeed, glideslope, lineup: and all on the backside of the power curve as you suggest, so everything is 180 out from how you would "normally" fly.
It does get easier as you get experienced, but at night it is always a butthole clencher. I could squeeze coal into diamonds most nights. Good tims.
Glenngarry got fucking robbed!
Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
Pitch controls airspeed; power controls altitude. Eye-to-hook... keep playing with that power... eyeball the meatball.
Cool shit, Swaye! I'd love to get an opportunity to try this in a sim some day. I should bug my Navy buddy who is based out of NAS Whidbey. He's on the C-40 though and doubtful he could get me into a Growler sim.
You see him working the throttle? It really is like that. You are getting calls from the LSO like "Power" and "Easy" which is helping give you an idea of the rate of movement you have around the glideslope. The meatball is fairly instantaneous but the LSO's can see start to go high or low (they have a camera with a GS line on it) before your brain can process all the variables. So that helps. But yeah, especially the first several times you do it it is stem power and muscle memory that gets you through. Hard for people to fully grasp all that you are trying to process - angle of attack, power, airspeed, glideslope, lineup: and all on the backside of the power curve as you suggest, so everything is 180 out from how you would "normally" fly.
It does get easier as you get experienced, but at night it is always a butthole clencher. I could squeeze coal into diamonds most nights. Good tims.
What always blows my mind is how you fuckers line it up in stormy weather. All that shit is hard enough on a calm day but I have no fucking clue how pilots manage with swells exceeding 30ft. Same goes for coast guard pilots and rescue copters.
Until you have landed on 4 acres of US sovereign soil in the middle of the Persian Gulf, you really haven't landed anywhere.
Flare to land, squat to pee. Fuck off Air Force.
Pitch controls airspeed; power controls altitude. Eye-to-hook... keep playing with that power... eyeball the meatball.
Cool shit, Swaye! I'd love to get an opportunity to try this in a sim some day. I should bug my Navy buddy who is based out of NAS Whidbey. He's on the C-40 though and doubtful he could get me into a Growler sim.
You see him working the throttle? It really is like that. You are getting calls from the LSO like "Power" and "Easy" which is helping give you an idea of the rate of movement you have around the glideslope. The meatball is fairly instantaneous but the LSO's can see start to go high or low (they have a camera with a GS line on it) before your brain can process all the variables. So that helps. But yeah, especially the first several times you do it it is stem power and muscle memory that gets you through. Hard for people to fully grasp all that you are trying to process - angle of attack, power, airspeed, glideslope, lineup: and all on the backside of the power curve as you suggest, so everything is 180 out from how you would "normally" fly.
It does get easier as you get experienced, but at night it is always a butthole clencher. I could squeeze coal into diamonds most nights. Good tims.
What always blows my mind is how you fuckers line it up in stormy weather. All that shit is hard enough on a calm day but I have no fucking clue how pilots manage with swells exceeding 30ft. Same goes for coast guard pilots and rescue copters.
Welp, the good news is the sheer size of the carrier prevents a good deal of bobbing, but yes, on really rough seas it is pitching about a bit which just brings the margin for error down to miniscule levels and tightens the window to about the size of a pin head. If it was easy, they would have little girls and Oregon Ducks do it. PUMP MY AVGAS DUCK!