WOODSTOCK FUTURE OF FLIGHT - Flight 86 program in New Brunswick to develop local pilots - COPA
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The Journal of the Canadian Owners and Pilots Association
MAY 2021
More than
70
Classified Ads
(p.29)
WOODSTOCK FUTURE
OF FLIGHT
Flight 86 program in New Brunswick
to develop local pilots
SELLING YOUR AIRCRAFT
NEXT STEPS AFTER COMMITTING
CIFIB NATIONAL NETWORK
FREE IN-COCKPIT WEATHER AND TRAFFIC
NAV CANADA INSIGHT
Q&A WITH HEATHER MCGONIGAL
NEW 406 MHZ ELT MANDATE
Upgrade by November 25, 2021
The new Industry Canada regulations require all aircraft, with limited exceptions,
flying in Canada to upgrade to a 406 MHz Emergency Locator Transmitter (ELT).
All commercial air operators, foreign aircraft and private operators will need to
be upgraded to a 406 MHz ELT, like the ARTEX ELT 345 no later than November
25, 2021, while recreational operators have until November 25, 2025 to comply
with the new regulations, however the cost of service to maintain the legacy
121.5 MHz ELTs required on their aircraft with annual battery replacements
make upgrading to a 406 MHz ELT more attractive.
The ELT 345 boasts an industry low price
for an ELT providing the same quality and
performance on which the ARTEX brand was
built. Optional GPS data is embedded within
the first emergency transmission and
provides Search and Rescue personnel
with the aircraft location, within 100
meters, in less than a minute.
Learn more at
www.CanadaELTmandate.com
ELT 345™
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• 406 MHz ELT with 121.5 MHz Homing and • ELT Kit Configurations with multiple
GPS Interface whip antennas and remote switches
• FAA TSO / Industry Canada Approved • Installation Kit Included
YOUR BEST LAST CHANCE
CONTENTS
DEPARTMENTS
4 PRESIDENT’S CORNER
REMAINING PATIENT AND READY TO FLY
26
6 REGIONS, BC & YUKON
AIR ACCESS AIRPORT INVESTMENT
AND BROWN BAG FLY-OUTS
FEATURES
8 REGIONS, ONTARIO
REMEMBERING FORMER COPA
GENERAL MANAGER BILL PEPPLER
18 CIFIB BUILDING NATIONAL NETWORK 9 INCIDENTS & ACCIDENTS
Steven McDowell outlines free in-cockpit weather and traffic coming to Canada LATE APRIL BLIZZARD AT CYKD,
FSS RUNWAY INTERVENTION AT CYQB
20 SELLING YOUR AIRCRAFT 12 PLANE TALK
Phil Lightstone on the next steps after you make that emotional commitment TROUBLE SHOOTING TECHNIQUES
WITH ADVANCED AVIONICS
22 A RETURN TO BUSIER SKIES 14 SAFETY SERIES
Sharon Cheung speaks with NAV CANADA’s Heather McGonigal about GA issues PILOT PROFICIENCY, WHAT IS IT AND
HOW DO WE MAINTAIN IT
26 FLYING FUTURES IN NEW BRUNSWICK 16 SÉRIE DE SÉCURITÉ
Theresa Blackburn reports on a new high school course to develop local pilots LA COMPÉTENCE PILOT, QU’EST-CE QUE
C’EST ET COMMENT L’ENTRETENIR
38 DISPATCHES
ON THE COVER: Vanessa, David, Wanda and Colby Harris in front of David’s ultra- FLOAT PLANES IN OTTAWA VALLEY
light at Woodstock Municipal. (Photo: Tabitha Burrell, Leigha Jane Photography).
COPA BOARD OF DIRECTORS Clark Morawetz
READER SERVICE B.C. & Yukon cmorawetz@copanational.org, 905-809-4835
Print and digital subscription inquiries Warwick Patterson
or changes, please contact
Québec
Jay Doshi, Audience Development Manager
wpatterson@copanational.org, 604-849-0407 Jonathan Beauchesne
Tel: (416) 510-5124 jbeauchesne@copanational.org, 514-585-3959
Fax: (416) 510-6875 Kate Klassen
jdoshi@annexbusinessmedia.com kklassen@copanational.org, 604-366-8211 Mathieu Delorme
111 Gordon Baker Rd., Suite 400,
mdelorme@copanational.org, 514-248-5379
Toronto, ON M2H 3R1 Alberta and Northwest Territories
Henry Vos, Treasurer Newfoundland and Labrador
EDITOR
Jon Robinson hvos@copanational.org, 780-835-1992 Bill Mahoney, Chair
jrobinson@annexbusinessmedia.com bmahoney@copanational.org, 709-685-6885
647-448-6188 Ken Zachkewich, Western Vice-Chair
kzachkewich@copanational.org, 780-623-0673 Maritimes
CONTRIBUTING WRITERS
Brian Pinsent
Theresa Blackburn, Peter Campbell, Sharon Cheung,
Brian Douglas, Phil Lightstone, Steven McDowell,
Saskatchewan bpinsent@copanational.org, 506-383-1867
Warwick Patterson Candace Pardo
cpardo@copanational.org, 306-621-7181 Ex-Officio
MEDIA DESIGNER
Brooke Shaw Manitoba & Nunavut Christine Gervais, CEO and President
Jim Bell, Secretary cgervais@copanational.org, 613-236-4901
DISPLAY & CLASSIFIED ADVERTISING SALES
Mena Miu jbell@copanational.org, 204-293-5402
mmiu@annexbusinessmedia.com For Membership enquiries contact:
416-510-6749 Northern Ontario Angela Storing, Adminitrative and Membership
ACCOUNT CO-ORDINATOR Lloyd Richards Coordinator / General Enquiries
Barb Vowles lrichards@copanational.org, 705-267-7111 astoring@copanational.org, 613-236-4901
bvowles@annexbusinessmedia.com
416-510-5103 Southern Ontario
Kevin Elwood Canadian Owners and Pilots Association
GROUP PUBLISHER/VP SALES
Martin McAnulty kelwood@copanational.org, 705-444-9461 75 Albert Street, Suite 903, Ottawa, ON K1P 5E7
mmcanulty@annexbusinessmedia.com 613-236-4901 | www.copanational.org
PUBLICATION MAIL AGREEMENT #40065710 Doug Ronan, Eastern Vice-Chair
COPA Flight is published under contract
to COPA by Annex Business Media dronan@copanational.org, 705-327-4730 Find us on Facebook and Instagram
@copanational #allforflight
COPA FLIGHT | MAY 2021 3
PRESIDENT’S CORNER WITH CHRISTINE GERVAIS
To advance, promote and preserve
the Canadian freedom to fly.
Avancer, promouvoir, et préserver REMAINING PATIENT,
la liberté de vol des Canadiens
Did you know that as a COPA
READY TO FLY
member you can enjoy many of the
office soon, take time away from my
benefits we offer?
computer screen, and actually physi-
Saviez-vous qu'en tant que membre
cally meet people. Maybe shake some
de la COPA, vous pouvez profiter
hands, or bump elbows or just nod,
de nombreux avantages que nous
whatever the new normal for greetings
offrons?
will be, but there will be a real per-
son in front of me and not just a little
This includes but not limited to: square on my computer screen. I’ll be
Cela comprend, entre autres: able to see and touch that airplane I’ve
been eyeing from the comfort of my
Group Insurance Programs: VIP own home.
Aircraft, Health & Dental, Home &
Auto and Emergency Medical
Travel. We are almost there. I can
Programme d’assurance: VIP
aviation, maladie & dentaire, see the finish line. I’m still
maison & auto et urgence médicale not sure what the distance
en voyage. I love spring. The air feels different.
The days are getting longer and the is to cross it, but I see it.
Monthly COPA Flight Magazine. temperatures are warming up. We
Revue COPA Flight mensuelle. are in that awkward time of year
where you leave with a warm jacket We have become so reliant on
Website Members only section. and long pants but pack a T-shirt and technology to communicate that we
Accès au section du site web shorts for the afternoon! That’s if we all need a good reminder that there
réservées exclusivement aux are getting out. are real people on the other side of
Spring brings us new beginnings that computer screen. There are real
membres.
each and every year. And do we ever people reading those messages we are
need it this year! Like most of you, sending. There are real people strug-
Discounts: Car, Hotel,
I’ve been cooped up at home, keeping gling with the same sense of isolation
Magazines (Wings, Helicopter),
to my COVID bubble, browsing the as you might be. It’s been a hard win-
Survival Kits, Red Canoe wear,
classifieds for a new-to-me aircraft ter, probably one of the hardest ever
Sirius XM, etc.
and waiting. Waiting to hear the new for most. We just need to find it in us
Rabais: locations voiture et hotels,
health guidelines that seem to change to be patient, understanding, thought-
Revues (Wings, Helicopter), Kits de
on a weekly basis. Waiting for the ful and respectful. We’ll need to face
survie, achats Red Canoe, SiriusXM, snow to melt (although I do enjoy both actual people someday day soon, let’s
etc. cross country and downhill skiing, so not forget what that looks like. We all
I wasn’t that eager). Waiting for the need to hang in there a little longer.
Join Now and support vaccines to arrive. Waiting to hear the Our freedom to fly is not being
General Aviation! news that we can finally get back out taken away, it has just encountered a
Adhérez maintenant et supportez there and do! little bit of unexpected turbulence. I’m
l'aviation générale! We are almost there. I can see the recharging and your whole COPA team
finish line. I’m still not sure what the is recharging, so when we do cross
Visit/Visitez www.copanational.org, distance is to cross it, but I see it. So, that finish line, we’ll be prepared to
Email/Couriel:copa@copanational.org I’m allowing myself to prepare. I’m ensure flying in Canada remains a right
Tel: 613-236-4901 allowing myself to hope that the line for all and not become a privilege for
isn’t as far away as it was. I need this. the few. I’m riding out this turbulence
Get your membership today! We all need this. I need to know that with you and we’ll see you on the oth-
Devenez membre dès aujourd’hui! I’ll be able to leave my living room er side where the calm air resides.
4 COPA FLIGHT | MAY 2021
COPA_Membership_third_March21_CSA.indd 1 2021-02-09 3:10 PM
MOT DE LA PRÉSIDENTE PAR CHRISTINE GERVAIS
Discount Avionics
• • •
RESTER PATIENT BEST
FOR
PRICE ION
IC T
A
ET PRÊT À VOLER ERTIF
ELT C OTH NEW
FOR B MODELS
ER
+ OLD
J’aime le printemps. L’air est dif- faire un signe de tête, quelle que
férent. Les jours s’allongent et les soit la nouvelle norme en matière
températures se réchauffent. Nous de salutations, mais il y aura une
sommes dans cette période délicate vraie personne en face de moi et pas
de l’année où l’on part avec un man- seulement un petit carré sur mon
teau et un pantalon long mais où l’on écran d’ordinateur. Je pourrai voir et
emporte un t-shirt et un short pour toucher l’avion qui m’intéresse depuis
l’après-midi ! Et ce, si nous sortons. un bout de temps.
Chaque année, le printemps nous Nous sommes devenus si dépen-
apporte de nouveaux débuts. Et dants de la technologie afin de com-
ccomme nous en avons de esoing muniquer avec nos amis, notre famille,
cette année ! Comme la plupart nos coéquipiés, etc. que nous avons
d’entre vous, je suis restée confinée tous besoin de nous rappeler qu’il y a • 406 Sales + Service
à la maison, dans ma bulle COVID, à de vraies personnes de l’autre côté de • Repair station for all headsets
parcourir les petites annonces pour cet écran d’ordinateur. Il y a de vraies • Factory Authorized Dealer for
trouver un nouvel avion et à attendre. personnes qui lisent les messages Technisonic Industries LTD
Attendre de connaître les nouvelles que nous envoyons. Il y a de vraies • 2-4 days turn around time on
directives en matière de santé qui personnes qui luttent contre le même ELT certification
semblent changer toutes les se- sentiment d’isolement que vous. L’hiv- • Artex, Kannad, Pointer,
maines. Attendre la fonte des neiges er a été dur, probablement l’un des Ameri-King, ACK, SkyHunter
(bien que j’apprécie le ski de fond et plus durs pour la plupart. Nous dev-
ELT
le ski alpin, donc je n’étais pas si im- ons juste continue de trouver en nous
• French + English service
patiente). Attendre l’arrivée des vac- la force d’être patients, compréhen-
cins. Attendre de recevoir la nouvelle sifs, réfléchis et respectueux. Bientôt
que nous pouvons enfin reprendre nous devrons faire face à de vraies
nos activités ! personnes, n’oublions pas à quoi cela PLEASE SEE wEbSITE
Nous y sommes presque. Je vois la ressemble. Nous devons tous nous
FoR PRomoTIonS,
ligne d’arrivée. Je ne suis pas encore cramponer un peu plus longtemps.
certaine de la distance à parcourir Notre liberté de voler ne nous
ADDRESS AnD
pour la franchir, mais je la vois. Alors, est pas enlevée, elle a juste subie SubmISSIon FoRm
je me permets de me préparer. Je me quelques moments de turbulence
permets d’espérer que la ligne n’est inattendus. Je me réalimente, toute
pas aussi éloignée qu’elle ne l’était. l’équipe de la COPA se réalimente afin
J’ai besoin de ça. Nous en avons tous que, lorsque nous franchirons la ligne
CONV Box 3635
PHOTO: EDB3_16/GETTY IMAGES
besoin. J’ai besoin de savoir que je d’arrivée, nous serons prêts à faire en
pourrai bientôt quitter le bureau dans sorte que voler au Canada demeure Cochrane Ontario
mon salon, m’éloigner de mon écran un droit pour tous et ne devienne pas Canada P0L1C0
d’ordinateur et rencontrer physique- un privilège pour quelques-uns. Je
Office: 877-878-8363
ment des gens. Je pourrai peut-être traverse cette turbulence avec vous et
leur serrer la main, leur donner un nous nous verrons de l’autre côté, là
Cell: 705-272-9179
coup de coude ou simplement leur où l’air est calme. www.discountavionics.com
COPA FLIGHT | MAY 2021 5
REGIONS BC & YUKON
BC AIR ACCESS CONTINUES INVESTMENT
INTO REGIONAL AIRPORT INFRASTRUCTURE
BY WARWICK PATTERSON, REGIONAL DIRECTOR, BC & YUKON, COPA
The BC government has announced frastructure that would otherwise be
its annual investment into airport in- difficult or impossible to achieve. This
frastructure improvements, providing can include funds to support safety
$9.3 million in grant money to small improvements, increase economic op-
and regional airports for 2021. The B.C. portunities and address environmental
Air Access Program, now in its seventh concerns. Northern BC airports were
year, is a cost-share program that pro- the biggest recipients, receiving a to-
vides funding to assist communities tal of $3.6 million, while South Coast
with improvements to their airport in- airports received $3.4 million.
Squamish Municipal Airport (Don Patrick Field) was one of the recipients of a BCAAP
grant to enable the district to rebuild the crumbling 2,400-foot runway.
BROWN BAG PICNIC FLY-OUT SERIES RETURNS
Flying BC and BCGA (COPA Flight 194) chairs, stay distant, but get to enjoy a
announced a tentative schedule for the destination with other pilots. Airports
second season of Brown Bag Picnic where the local flying club or manage-
Fly-Outs. Started in 2020 in response ment are making an active effort to
to BC Covid restrictions at the time engage General Aviation are chosen
PHOTOS: PROVIDED BY WARWICK PATTERSON
(max 50 people outdoors), the events to show the communities support. The
gave pilots an opportunity to social- 2021 calendar is subject to change de-
ize in a responsible manner and visit pending on Covid restrictions nearer
some under-used airports. Aside from the event, but will visit Sechelt (CAP3),
setting a time and place, there is little Princeton (CYDC), Vanderhoof (CAU4)
organization involved to execute the and Golden (CYGE) on the first week-
BCGA Director, Ryan Van Haren, flew
events, making it an easy and fun way end of each month starting in May. See his Bearhawk into Port Alberni with his
to get people out flying. The idea be- full details at Flyingbc.com/brown- kids for the first Brown Bag Fly Out
ing that pilots bring their own food and bag-fly-out. event, August 2020.
TAKE OFF WITH
CONFIDENCE.
Get SiriusXM Aviation Weather in flight FREE for 3 Months
when you purchase and activate a Garmin GDL™ 51/51R or 52/52R.
Plus get a $200 Rebate and a 1 Year COPA Membership.
Learn more at: siriusxm.ca/aviation Conditions apply. See offer details.
6 COPA_SiriusXM_Jan21.indd
COPA FLIGHT | MAY 1 2021 2020-12-17 2:01 PM
NEED IDEAS FOR FATHER'S DAY? VISIT THE COPA STORE!
BESOIN D'IDÉES POUR LA FÊTE DES PÈRES? RENDEZ VOUS À LA BOUTIQUE COPA !
FREE SHIPPING ON ORDERS OVER $150
LIVRAISON GRATUITE SUR LES COMMANDES DE PLUS DE 150$
copanational.org/en/store copanational.org/fr/boutique
REGIONS
COPA Members, your VIP ONTARIO
Aviation Insurance Program
is ready for takeoff.
Membres COPA, votre
programme d’assurance
BILL
aviation VIP est prêt PEPPLER
à décoller. PASSES
John Bogie, co-founder of COPA
Preferred Rates. Tarifs préférentiels. (left), and Bill Peppler, COPA’s past
president, June 23, 2012, at the COPA
Comprehensive Coverage Couverture complète pour Convention held at the Saugeen
for COPA Members! les membres de la COPA! Municipal Airport at Hanover, Ont.
For more information/Pour plus d’information
Bill Peppler, past president of the Ca-
please call/appelez 1-855-VIP-COPA,
email us at/courriel VIPCOPA@magnesaviation.com nadian Owners and Pilots Association
or visit/visitez nous magnesaviation.com/copa (COPA), and one of the country’s lead-
ing contributors to the general aviation
AIG Insurance Company of Canada is the licensed La Compagnie d’assurance AIG du Canada est le souscripteur community, passed away in Ottawa on
underwriter of AIG property casualty insurance products autorisé des produits d’assurance dommages au Canada. La
in Canada. Coverage may not be available in all présente protection pourrait ne pas être disponible dans toutes
April 1, in his 96th year.
provinces and territories and is subject to actual policy les provinces et tous les territoires et est assujettie aux termes Born in Hanover on June 29, 1925,
language. Non-insurance products and services may et aux conditions de la police en vigueur. Les produits et les
be provided by independent third parties. © American services de nature autre que l’assurance pourraient être fournis Peppler performed as a profession-
International Group, Inc. All rights reserved. par des tierces parties indépendantes. © American International
Group, Inc. Tous droits réservés. al musician in his late-teens and ear-
ly-twenties, touring Southern Ontario as
part of Hanover’s popular Frankie Banks
Orchestra. He played many instruments,
and was particularly talented with his
Coverage proudly administered by The Magnes Group Inc. and underwritten by AIG Insurance Company of Canada.
saxophone and clarinet.
Couverture administrée fièrement par The Magnes Group Inc. et souscrite par AIG Insurance Company of Canada. Aviation was another of his early pas-
sions, flying many aircraft types over an
outstanding aviation career. He became
a flight instructor at Ontario’s Goderich
MADE FOR HARSH CANADIAN WINTERS! Airport, where he also served as the
COPA_CAS-CPL_Feb21_MLD.indd 1 2021-01-14 10:32 AM
facility’s general manager. Peppler ad-
Manufacturers of a Complete Line of vanced his career as a bush pilot for sev-
Premium Quality Aircraft Covers including: en years with Spartan Air Services.
• Wing and Tail Covers
• Insulated Engine Covers Peppler then became general manag-
• Windscreen, Cabin, and Canopy Covers
er of COPA, a position he held with end-
PHOTO: PROVIDED BY TIM COLE
• Cowl Plugs
We also manufacture less enthusiasm for 39 years. During his
• Standard and Custom Made Windsocks tenure at COPA, he developed an aero-
• Stainless Steel Revolving Windsock Frames
• Our Famous Canadian Flag Windsock nautical ground school textbook, From
the Ground Up, for which he worked
Located in Orillia, Ontario MADE IN
CANADA tirelessly with his wife, Isabel, the title’s
1-800-461-4589 • info@aerocovers.com • www.aerocovers.com
editor and publisher.
8 COPA FLIGHT | MAY 2021
COPA_AERO_Dec20_CSA.indd 1 2020-10-19 10:43 AM
NEWSLINE
INCIDENTS + ACCIDENTS
The following reports are taken in PACIFIC REGION ty, VT (KFSO) to Montreal/Pierre El-
part from Transport Canada’s CA- After completing a run-up, a KF Cargo liott Trudeau, QC (CYUL) conducted a
DORS website. Beech A60 from Kelowna, BC (CYLW) transborder VFR flight without an active
to Vancouver, BC (CYVR) pulled off of flight plan.
ONTARIO REGION Apron 03 onto Taxiway Alpha direct-
”MAYDAY” relayed to the Winnipeg ly in front of a vehicle (RED1). It had ATLANTIC REGION
area control centre (ACC) by a high been cleared for Taxiway Delta and A Jazz Bombardier CL-600-2B19 from
flyer regarding a Cessna U206G on a Foxtrot. The vehicle saw the aircraft Montreal/Pierre Elliott Trudeau, QC
flight from Sioux Lookout, ON (CYXL), and stopped in time. (CYUL) to Moncton/Romeo LeBlanc, NB
executing a forced landing on a lake (CYQM) reported multiple bird strikes
near Jeannette Lake due to engine A privately registered Maule MX-7- 200ft above ground, while on final for
failure. The aircraft crashed into the 180C on a flight to Fort St. John, BC Runway 06.
trees. The Joint Rescue Coordination (CYXJ), received an advisory and ar-
Centre (JRCC) Trenton dispatched its rived on Runway 21. An unidentified RÉGION DE L’ONTARIO
C130 aircraft in rescue capacity. The Piper PA20 aircraft was observed be- « MAYDAY » transmis au centre de con-
pilot and passenger were uninjured. hind the Maule MX-7-180C as it turned trôle régional (ACC) de Winnipeg par un
(TSB Report #A20C0022.) final. When asked, the pilot of the aéronef volant à haute altitude au sujet
Maule MX-7-180C confirmed that they d’un Cessna U206G, exploité par 2320127
An aircraft on a 1200 code entered were aware of the other aircraft. The Ontario Inc., en provenance de Sioux Look-
the Kitchener/Waterloo, ON (CYKF) aircraft landed together, in formation, out (CYXL), ON, effectuant un amerrissage
zone from the south, flew through the on the grass beside Runway 21 without
zone for four minutes, and then exited incident. The other aircraft was later
east at an altitude between 1800ft and identified as an American corporately
1900ft. registered Piper PA-22-160.
PRAIRIES AND NORTHERN QUEBEC REGION
REGION A Beech 1900D from Quebec/Jean
A privately registered Cessna 172M Lesage, QC (CYQB) to Baie-Comeau,
Quality - Quick Turnaround Time -
reported being struck by a green laser QC (CYBC), a Government of Que-
24/7 Aircraft Support
while conducting a city tour. The air- bec de Havilland DHC-8-315 on a
craft reported that the laser appeared MEDEVAC flight from Quebec/Jean Q1 Aviation is a full-service MRO
to be coming from a high-rise building Lesage, QC (CYQB) to Baie Comeau, that specializes in Structures, NDT,
south of the river and east of 109th QC (CYBC), and an Air Inuit de Havil- Components Overhaul & Repairs.
street. The Edmonton Police Services land DHC-8-314 from Quebec/Jean
(EPS) unit was advised. Lesage, QC (CYQB) to Baie Comeau, We provide unique maintenance
QC (CYBC) made late initial contact solutions to our customers with a
The Aklavik, NT (CYKD) airport oper- with the flight service station (FSS) focus on quality, flexibility, and
ator advised that the aerodrome (AD) while on the area navigation approach
cost-effectiveness.
is closed due to a blizzard from April (RNAV) 10 at CYBC. The initial con-
Contact our team today for your
20th at 1849Z until April 21st at 1500Z. tact with the FSS should have been upcoming inspections/repairs.
NOTAM issued. well in advance. In addition, the esti-
mates from the pilots were different
At 2310Z, upon landing at High River, from those of the air traffic service
AB (CEN4), a privately registered Cess- (ATS). The interventions of the FSS
na 170B hit soft ground and flipped. with the vehicles on the runway had to
There was one soul on board and no be executed very quickly. Fortunately,
reported injuries. Runway 07/25 was there was no impact, and no pull-ups.
closed by NOTAM until 0030Z. (Infor- Inquiry details
mation from Aviation Incident Report An American, privately registered Email: inquiries@q1aviation.com
incorporated into narrative summary). Piper PA-24-260 from Franklin Coun- Call: 905-678-1234
COPA FLIGHT | MAY 2021 9
NEWSLINE INCIDENTS + ACCIDENTS
forcé sur un lac près de Jeannette Lake à À 2310Z, en atterrissant à High River étant un Piper PA-22-160, d’entreprise
cause d’une panne moteur. L’aéronef s’est (CEN4), AB, un Cessna 170B, d’imma- et de propriété américaine.
écrasé au milieu des arbres. Le Centre triculation privée, a heurté un sol mou
conjoint de coordination des opérations et s’est renversé. Une personne à bord RÉGION DU QUÉBEC
de sauvetage (CCCOS) de Trenton s’ap- indemne. Piste 07/25 fermée par NO- Un Beech 1900D, de Québec/
prête à envoyer son C130 pour aider aux TAM jusqu’à 0030Z. (Information tirée Jean-Lesage (CYQB), QC, à Baie-Co-
activités de sauvetage. Le Bureau de la du rapport d’incident d’aviation (AIRA) meau (CYBC), QC, ainsi qu’un de Havil-
sécurité des transports (BST) du Canada, ajoutée au sommaire de l’exposé des land DHC-8-315, exploité par le gou-
#A20C0022. faits) vernement du Québec, effectuant un
vol MEDEVAC de Québec/Jean-Lesage
Un aéronef affichant un code 1200 est Après avoir effectué un point fixe, (CYQB), QC, à Baie Comeau (CYBC),
entré dans la zone de Kitchener/Water- un Beech A60 (C-GKFX), exploité par QC, et un de Havilland DHC-8-314, ex-
loo (CYKF), ON, depuis le sud, a traversé KF Cargo, de Kelowna (CYLW), BC, à ploité par Air Inuit (C-GXAI/AIE850),
la zone pendant 4 minutes, puis en est Vancouver (CYVR), BC, a fait irruption de Québec/Jean-Lesage (CYQB), QC, à
sorti par l’est à une altitude de 1 800 ou depuis l’aire de trafic 03 sur la voie de Baie Comeau (CYBC), QC, ont fait leur
1 900 pi. circulation Alpha directement devant contact initial tardivement avec la sta-
un véhicule (RED1). Il avait été autorisé tion d’information de vol (FSS), alors
RÉGION DU PRAIRIES ET DU pour les voies de circulation Delta et qu’ils étaient sur l’approche navigation
NORD Foxtrot. Le véhicule a vu l’aéronef et de surface (RNAV) 10 à CYBC. Le con-
Un Cessna 172M, d’immatriculation s’est arrêté à temps. tact initial avec la FSS aurait dû être
privée, a indiqué avoir été visé par un fait bien avant. De plus, les estimées
laser vert alors qu’il faisait une visite de Un Maule MX-7-180C, d’immatricula- des pilotes étaient différentes de celles
la ville. L’aéronef a précisé que le laser tion privée, effectuant un vol à desti- des services de la circulation aérienne
semblait provenir d’un immeuble de nation de Fort St. John (CYXJ), BC, a (ATS). Les interventions de la FSS avec
grande hauteur au sud de la rivière et à reçu un service consultatif et est arrivé les véhicules sur la piste ont dû été ex-
l’est de la 109e Rue. piste 21. Un Piper PA20 non identifié écutées rapidement. Par chance, il n’y a
a été observé derrière le Maule MX-7- eu aucun impact et aucune remontée.
L’exploitant de l’aéroport d’Aklavik 180C alors qu’il tournait en finale. In-
(CYKD), NT, a indiqué que l’aérodrome terrogé, le pilote du Maule MX-7-180C Un Piper PA-24-260, d’immatricula-
serait fermé en raison d’un blizzard a confirmé être au courant de l’autre tion privée américaine, de Franklin
du 20 avril à 1849Z jusqu’au 21 avril à aéronef. Les aéronefs ont atterri en- County (KFSO), VT, à Montréal/Pierre-
1500Z. NOTAM émis. semble, en formation, sur l’herbe à côté Elliott-Trudeau (CYUL), QC, a effectué
de la piste 21, sans encombre. L’autre un vol VFR transfrontalier sans plan de
RÉGION DU PACIFIQUE aéronef a été plus tard identifié comme vol actif.
10 COPA FLIGHT | MAY 2021
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COPA FLIGHT | MAY 2021 11
COPA_EDMONTONFLYINGCLUB_MAY_BAS.indd 1 2021-04-14 10:37 AM
COPA_GlobalAircraft_Dec20_CSA.indd 1 2020-11-23 7:26 AMPLANE TALK BY PHIL LIGHTSTONE
TROUBLESHOOTING
TECHNIQUES
HOW TO APPROACH THE NEEDS OF LEGACY, HYBRID AND MODERN
AIRCRAFT REMEDIATION
A
ircraft ownership is not
for the faint of heart.
Aircraft are complex
machines comprised of
many systems, some old
and some new. From steam gauges and
glass panels to 1935 (ish) engine tech-
nology, troubleshooting techniques in-
volve both older techniques and com-
puter aided technologies. I’m not an
Aircraft Maintenance Engineer (AME),
but I have learned a few things through
the aircraft that I have owned.
General Aviation aircraft, from a sys-
tems perspective, fit into one of three
categories: Legacy, hybrid, and 2021
bleeding-edge technology. Over the
past decade, advancements in avionics,
beginning with the Global Positioning
System (GPS), have created a digital A 1967 Mooney M20F with a leak in an engine oil line being diagnosed on the
divide which impacts the remediation ramp at Peterborough, Ontario (CYPQ), during a $100 hamburger fly out with the
Buttonville Flying Club.
of problems. Troubleshooting has be-
come more challenging as AMEs nav-
igate between year 2021 modern air- things on or behind the panel). Typical- AMEs (but not all) may use a trial by
craft and vintage 1960s machines. The ly engine technology has not changed error approach to determine the faulty
integration between different avionics over the past 50 years. Fuel pumps, component, essentially replacing parts
manufacturers creates more complexi- alternators, voltage regulators, magne- to find the faulty part.
ty which increases the amount of time tos, oil coolers, etcetera have seen lit- Aircraft type clubs are an excellent
(and money) to diagnose and resolve tle change with innovation being seen source of information, especially if your
problems. Utilizing a single vendor ap- through solid state ignition systems. aircraft is no longer manufactured. The
proach to the entire avionics suite, in- The move to diesel engines and all Commander 114b which I fly has an ac-
clusive of the autopilot, will help min- electric aircraft takes engine technolo- tive forum, where members and guests
imize interoperability issues, but may gy to the next level, while dealing with are free to post maintenance issues
not be practical based upon budget- the 100LL fuel problems. and problems. With many members
ary and certification restrictions. Glass There are many approaches to trou- having experienced the same problem,
panel technologies have eliminated the bleshooting problems. The simplest solutions and recommendations are
PHOTOS: PHIL LIGHTSTONE
suction system, eliminating potential approach, but not necessarily the most forth coming. With multimedia capa-
points of failure, but introducing new cost effective, is to hand the keys, the bilities, photos and videos add anoth-
problems. problem and your cheque book over to er element to information sharing. This
Aircraft systems can be divided into your AMEs. This approaches places the valuable information can be emailed to
three categories: Airframe, engine, and onus on the AMEs to triage, research, your AMEs or implemented by the pi-
gauges/indicators and avionics (the order parts, install and test. Some lot/owner (for uncertified aircraft).
12 COPA FLIGHT | MAY 2021A Harvard inspection underway at the Canadian Harvard Oleg Axanov of Vision Avionics Inc. based in Oshawa,
Aircraft Association based in Tillsonburg, Ontario. Ontario, upgrading a Commander to WAAS.
It is a great idea to play an active roll shorter the remediation process may ing parts, which wear over time. As a
in the troubleshooting process. This be. Many Graphic Engine Monitors magneto begins its path to failure, the
begins with having a copy of your air- (GEMs) collect data such as EGTs, CHTs, impact to smoothness of the engine
craft’s parts manual and access to cross TITs, oil pressure, oil temperature, amps, will become apparent. Surefly Partners
reference charts. Parts for certified air- volts, OAT, manifold pressure and RPM. (www.surefly.aero), solid state magne-
craft require more paperwork, PMA/ GEMs can be integrated into air data tos, are cost effective components, with
STC, aircraft listed on the AML, and computers, to add into the data stream four cylinder units starting at $1,926
FAA 8130-3 form (in the Canadian con- altitude, airspeed, true airspeed, wind and six cylinder units starting at $2,340
text). For uncertified aircraft, no paper direction and wind speed. The data can with a 2,400 hour TBO. This generates
work is required, significantly simplify- be easily off loaded from the aircraft a net savings of $3,300 (excluding tax-
ing the replacement of broken or faulty systems and managed with software es) over the life of a Surefly magneto.
components. Documenting the re- tools provided by the GEM manufactur- A new Slick magneto (used in the Com-
placement of aircraft components with er or uploaded to SavvyAnalysis. Using mander) costs $2,025, while a typical
more details is a preferred practice to these tools, simplifies the AMEs ability 500-hour mandatory inspection with
aid in triaging future problems. to unlock the data and incorporate it minor parts replaced (not overhauled) is
Airframe and component manufac- into the diagnostic process. (Please see roughly $500 (plus shipping, taxes and
turers may offer technical support re- my article Glass Engine Management in installation).
sources, including telephone support COPA Flight December 2019). Some- During the process of remediating air-
calls. Case in point, in the Commander times adding data collecting devices craft problems or routine maintenance,
I fly, after upgrading the Garmin GNS uncovers hidden problems. Recently, e.g. changing the oil and 100-hour in-
Systems to WAAS, the aural alert from a COPA member added an Insight G3 spections, we should consider the phe-
the SkyWatch TCAS system into the to his aircraft. The data recording GEM nomena of Maintenance Induced Fail-
Garmin audio panel stopped working. alerted him to unexpectedly high CHT ures (MIF). The NTSB reported in 2002,
Replacing the WAAS enabled GNSS levels on a number of cylinders. With based upon a 10-year study, that 7.1 per
with non WAAS GNSS immediately the data in hand, the member has been cent of the accidents were caused by
rectified the SkyWatch problem. Our working with his local AMEs and SAV- at least one maintenance related error.
avionics technician was stumped. A VY Aviation analysts to resolve the high Ensuring that a quality assurance pro-
call to Garmin and L3 technical support CGT readings. A common outcome of cess is in place to double check the
created an environment of collabora- new detailed information is data fixa- work performed by the maintenance
tion which determined a pinout change tion. While the engine instruments are shop will help ensure that your aircraft
between the two Garmin devices had in the green and acceptable (during does not become a statistic.
occurred (WAAS and non WAAS). Sim- flight), operation of the engine may Some aircraft problems are easy to
ply unplugging one pin resolved the lead to other engine issues in the lon- resolve, like dirty spark plugs. Others
interoperability issues with SkyWatch. ger term. require more investigative skills, espe-
OEM aircraft manufacturers are an- Often the question of overhauling or cially if they are intermittent. Following
other excellent resource for helping replacing with a new component comes a logical approach to isolating a faulty
resolve technical problems. For exam- to mind. A great example are magnetos. component will help reduce the invest-
ple, Diamond Aircraft manufactures the Most magnetos have a 500-hour ser- ment into time and money. Having a
DA40 line of aircraft in London, Ontar- vice inspection limitation. Should they well maintained aircraft will help ensure
io. Having your AMEs reach out to their be serviced/overhauled, replaced with that your next flight occurs without in-
maintenance folks provides another an overhauled magneto, replaced with cident, which is priceless.
level of knowledge. a new magneto or replaced with a new Checkout my PlaneTalk podcast on
The more data that you can review, solid state magneto (which has a 2,400 Apple, Google, Spotify, YouTube and at
analyze and provide to your AMEs, the life)? Traditional magnetos have mov- www.PlaneTalk.ca.
COPA FLIGHT | MAY 2021 13SAFETY SERIES BY PETER CAMPBELL
PILOT PROFICIENCY
WHAT IS IT AND HOW DO WE MAINTAIN IT?
D
oes anyone know who first approach. You learned slow flight, stalls make a MAYDAY call at the same time.
coined the idiom practice and steep turns and forced approaches When was the last time we read
makes perfect? According so that you could manoeuvre the aircraft through our red pages and quizzed our-
to my research it emerged well at slow speeds close to the ground. selves on a few emergencies such as
in the 1500s, adapted from You also became very proficient at tak- electrical fire in the air? Or done a “from
a Latin phrase. Former U.S. President ing off and landing, safely in your aircraft memory”, simulated emergency landing
Benjamin Franklin made great use of the in several crosswind situations. Then you gear extension procedure, on the ground,
phrase in his written works. Many pilots went solo. And, later on, you earned your in the hangar? Yes – I am asking myself
have made repeated use of the phrase licence. It is my fervent belief that if we and all of us a bunch of soul-searching
during their training for PPL or CPL. It are not going up flying with a purpose questions about our real proficiency. But
was either said by them or by their in- and practicing the basic components of this is the point of my prose today. To be
structor. Students are still told to: “Go out our piloting skills, those building-block proficient means that we must be capa-
to the Practice Area and keep practicing exercises, we cannot honestly tell our- ble of calling on those foundation skills,
your [skills] until you get it perfect.” selves that we are as safe or as proficient that should be in our muscle memory.
That’s right – We practice our pilotage as we were when we got that licence. We are proficient when we can routine-
skills to get them perfect, so that we can Dust off your old how-to-fly manual. ly manoeuvre the aircraft successfully in
achieve the instructor’s praise and, more You don’t necessarily need an instructor, typical or urgent situations.
importantly, the coveted 4 for as many but having one along would be a good But in Canada we typically don’t re-
manoeuvres as possible on the flight thing. Ready? Do some slow flight, to quire that our pilots demonstrate to
test. Student and instructors both equat- within 15% of Vs (clean stall speed), or do themselves or to others, such as TC-des-
ed this perfection with a high degree of some steep turns at 45 degrees of bank, ignated examiners or instructors, that
proficiency. This was the objective of
perfection as we graduated from that
phase of our pilot training. Every time When we learned to fly, the instructors took us
we climbed another wrung on our career through a building-block approach.
ladder, we got back to the desired level
of perfection through practice of those
manoeuvres that would ensure success without embarrassing yourself, or prac- we are reasonably close to flight-test
on the respective flight test. But since tice a stall-recovery. How long has it been proficient. They do in the U.S. every year.
that last flight test or our last pilot profi- since you did this? Within the last year? So what? Can we make a connection be-
ciency check ride, what have we done to Within the last five years? If the answer tween our apparent lack of proficiency,
maintain our proficiency? is no to either, then how rusty are you especially amongst pilots who are flying
In our very well attended Pilot Recur- and can you deal with that 10 gusting 15 infrequently, and accident rates or rising
rency Training Program (PRTP) safety crosswind take-off or landing? insurance premiums? Absolutely. If we
seminar in March, we discussed how we When was the last time we looked in are more liable to have an accident be-
could get out of our COVID-19 pandem- our POH/AFM for our V speeds? How cause we are not sufficiently proficient,
ic funk safely. We agreed that we need long has it been since we then went up then we should expect to pay more for
to get current, to satisfy the regulations. flying and went through a few side-slip our insurance. Then, how can we expect
Our seminar did that for those who par- exercises, including slipping turns, or set to take these same fundamental skills
ticipated. So roughly 1,150 of us regained up a simulated engine-out glide for a few and use them when we need them most?
currency. But I put forward a case for not thousand feet (warming the engine ev- We need to fix this gap between cur-
stopping there. Did the PRTP improve ery 500 feet or so of course), and judged rency and proficiency before we are
your physical skills of pilotage? I am cer- our ability to make a nearby field in the legislated into the fix. The PRTP presen-
tain that the answer is a rather loud “NO!” past year? I will give you credit for being tation gave some guidance on building
When we learned to fly, the instruc- proficient if you also included a practice your own ground school to awaken those
tors took us through a building-block passenger briefing and pretended to long-sleeping memories of proficient fly-
14 COPA FLIGHT | MAY 2021ing skills. It all starts with us building a
plan to get to a better level of proficien-
cy. We can also talk it up amongst the
members of our local flying community.
The risks are that we do it half-hearted-
ly or not at all. Perhaps we think that I
am making too much of this whole pro-
ficiency issue? We don’t feel the need to
BRING
“sharpen the blade” or we think that we
can keep proficient by flying about 10
hours a year and most of those within 10
nautical miles of our home aerodrome.
If we take that approach then we will YOUR
PASSION.
find ourselves on the outside of the solu-
tion and looking in at a regulatory man- FOR CURRENT
date for yearly or bi-annual check rides SPECIALS
for Recreational Pilot Permit and Pri- WE’VE GOT THE CONTACT US
vate Pilot Licence holders. Or we will be TECHNOLOGY. TODAY!
deemed uninsurable by the underwriters
who are already making it nearly impos-
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ber 2020, the push to mandatory flight
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How do we do this? There are many The Skills You Need — The School You Want
ways, but they all start with refreshing
the knowledge that we had or have from
those early days. But maybe the memo-
ries are a little weak or fuzzy. The COPA
website has the whole series of Smart Pi-
lot videos for viewing. These are a great
place to start, but they do make assump-
tions about your foundations being well
practiced. Don’t assume anything.
Also be a regular participant at our
monthly safety seminars. We are working
with Industry to create an incentive for
discounts based on regular participation.
Do go up regularly by yourself and train
in the basics. My favourites are slow flight,
especially with take-off flaps deployed,
and executing a missed-approach over-
shoot with minimal altitude loss. Oh, yes education industry partnerships
and BALL IN THE MIDDLE THROUGH- competitive edge skills
OUT. And do involve a flight instructor
519-648-2213 | 1-877-FLY-WWFC |
because another mistake comes from re-
learning the foundations incorrectly. Hey
was it Power-Attitude-Trim for the start
of a climb? Practice makes perfect – and
Waterloo Wellington Flight Centre professional programs are approved as
proficiency is perfection. vocational programs under the Private Career Colleges Act, 2005 (PC# 105919).
COPA FLIGHT | MAY 2021 15SÉRIE DE SÉCURITÉ PAR PETER CAMPBELL
LA COMPÉTENCE PILOT
QU’EST-CE QUE C’EST ET COMMENT L’ENTRETENIR ?
Q
uelqu’un sait qui est
à l’origine de l’idiome
« c’est en forgeant qu’on
devient forgeron » ?
D’après mes recherch-
es, elle est apparue à la fin du XVe siè-
cle, adaptée d’une expression latine. Le
président américain Benjamin Franklin
a beaucoup utilisé la version anglaise
de cette expression dans ses écrits. Je
sais que de nombreux pilotes ont utilisé
cette phrase à plusieurs reprises pendant
leur formation pour le PPL ou le CPL. Ils
l’utilisaient soit envers eux-mêmes, soit
avec leur instructeur. On a dit et on dit convenu que nous devions nous mettre à mes aussi sûrs ou aussi compétents que
encore aux élèves : « Allez à la zone d’en- jour, pour satisfaire aux réglementations. nous l’étions lorsque nous avons obtenu
traînement et continuez à pratiquer votre C’est ce que notre séminaire a fait pour cette licence. Voilà, je l’ai dit.
_________ jusqu’à ce que vous le maîtri- ceux qui y ont participé. Ainsi, environ Voler dans un but précis ? Dépous-
siez parfaitement. » 1150 d’entre nous sommes à nouveau à siérez votre vieux manuel « comment
C’est bien cela ! Nous pratiquions nos jour. C’est formidable ! Mais je pense qu’il voler ». Vous n’avez pas nécessairement
compétences de pilotage pour les rendre ne faut pas s’arrêter là. Le PRTP a-t-il besoin d’un instructeur, mais il serait bon
« parfaites » afin d’obtenir les éloges de amélioré vos compétences physiques de d’en avoir un avec vous. Vous êtes prêt
l’instructeur et, plus important encore, pilotage ? Je suis certain que la réponse ? Allez-y et faites un peu de vol lent, à
le « 4 » tant convoité pour le plus grand est un « NON » catégorique. moins de 15% de Vs (vitesse de décro-
nombre possible de manœuvres lors du Concentrons-nous sur la compétence chage propre), ou faites quelques vi-
test en vol. Nous, élèves et instructeurs, pour un autre moment. Lorsque nous rages serrés à 45 degrés d’inclinaison,
assimilions tous deux cette perfection à apprenions à voler, les instructeurs nous sans vous ridiculiser, ou pratiquez une
un haut degré de COMPÉTENCE. C’était faisaient suivre une approche modulaire. sortie de décrochage. Depuis combi-
l’objectif de perfection que nous visions On apprenait le vol lent, les décrocha- en de temps n’avez-vous pas fait cela
en sortant de cette phase de notre for- ges, les virages serrés et les approches ? L’année dernière ? Au cours des cinq
mation de pilote. Chaque nouvelle étape forcées afin de pouvoir bien manœuvrer dernières années ? Si la réponse est non
de notre carrière complétée, nous nous l’avion à faible vitesse près du sol. Vous à l’une ou l’autre de ces questions, alors à
rapprochions du niveau de perfection avez également acquis une grande com- quel point sommes-nous rouillés et pour-
souhaité en pratiquant les manœuvres pétence en matière de décollage et d’at- rions-nous faire face à un décollage ou
qui nous permettraient de réussir le test terrissage, en toute sécurité dans votre un atterrissage par vent de travers de 10
en vol correspondant. Mais, depuis ce avion, dans plusieurs situations de vent nœuds avec rafales de 15 nœuds ?
dernier test en vol ou notre dernier vol de travers. Puis vous avez été lâché sur À quand remonte la dernière fois que
de contrôle des compétences du pilote, l’avion. Et, plus tard, vous avez obtenu nous avons consulté notre POH/AFM
qu’avons-nous fait pour les maintenir ? votre licence. pour connaître nos vitesses V ? Depuis
Lors de notre séminaire de sécurité Je crois fermement que si nous n’al- combien de temps n›avons-nous pas
du Programme de formation périodique lons pas voler dans un but précis et ne effectué un vol en altitude et effectué
(PRTP) en mars, qui a attiré un grand pratiquons pas les éléments de base de quelques exercices de glissade, y com-
nombre de participants, nous avons dis- nos compétences à titre de pilote - ces pris des virages glissés, ou mis en place
cuté de la manière dont nous pourrions exercices fondamentaux que nous avons un vol plané simulé sans moteur sur
sortir en toute sécurité de l’ornière de appris il y a si longtemps - nous ne pou- quelques milliers de pieds (en réchauf-
la pandémie de COVID-19. Nous avons vons honnêtement dire que nous som- fant le moteur tous les 500 pieds, bien
16 COPA FLIGHT | MAY 2021BAS Inc. FE 2011
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un terrain proche, au cours de l›année façon de créer votre propre instruction
écoulée ? Je vous accorderai le crédit théorique pour réveiller ces souvenirs BEECHCRAFT • LUSCOMBE • CESSNA • PIPER
jt@basinc-aeromod.com
d›être compétent si vous avez également longtemps endormis de compétences
jt@basinc-aeromod.com
inclus un briefing pratique des passagers et de techniques de vol efficaces. Tout
N284
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et fait semblant de lancer un appel MAY- commence par l’élaboration d’un plan
INC
DAY en même temps. BRAVO ! pour atteindre un meilleur niveau de
AIRCRAFT SAFETY HARNESSES
À quand remonte la dernière fois que compétences. Nous pouvons également AND ACCESSORIES
nous avons lu nos « pages rouges » et en discuter avec les membres de notre
que nous nous sommes interrogés sur communauté de vol locale. Le risque est
quelques urgences telles qu’un incendie que nous le fassions sans enthousiasme
électrique en vol ? Ou fait une simulation ou pas du tout. Peut-être pensons-nous
de mémoire d’une procédure d’urgence que j’accorde trop d’importance à cette
de sortie du train d’atterrissage, au sol, question de compétences ? Nous ne
dans le hangar ? Oui, je me pose et je ressentons pas le besoin «d’affûter la
pose à chacun d’entre nous un tas de lame» ou nous pensons que nous pou-
questions sur nos compétences réelles. vons rester compétents en volant une
Mais c’est le but de ma prose d’aujo- dizaine d’heures par an et la plupart de
urd’hui. Être compétent signifie que nous celles-ci dans un rayon de dix milles nau-
devons être capables de faire appel à tiques de notre aérodrome d’origine.
ces compétences fondamentales, qui Si nous adoptons cette approche,
devraient faire partie de notre « mémoire alors nous nous retrouverons à l’extérieur
musculaire ». Nous sommes compétents de la solution et nous verrons un mandat
lorsque nous pouvons couramment réglementaire pour des vols de contrôle www.basinc-aeromod.com
manœuvrer l’avion avec succès dans des annuels ou biannuels pour les détenteurs
situations typiques ou urgentes. de licences de pilote de loisir et de pilote
Mais au Canada, nous n’exigeons privé. Ou bien nous serons jugés « COPA_BAS_INC_Dec20_CSA.indd
non 1 2020-10-19 10:50 AM
généralement pas que nos pilotes assurables » par les assureurs qui ren-
démontrent à eux-mêmes ou à d’autres dent déjà presque impossible pour cer-
personnes, comme les examinateurs ou tains pilotes de voler de façon récréative.
les instructeurs désignés par Transports Croyez-moi, tout comme le mandat de
Canada, que nous sommes raisonnable- l’ELT 406 qui est descendu d’en haut en
ment proches de la compétence au test novembre 2020, la poussée vers des ex-
en vol. C’est ce qu’ils font aux États-Unis amens de vol obligatoires ou une assur-
chaque année. Et alors ? Peut-on établir ance inabordable pourrait arriver rapide-
un lien entre notre manque apparent ment. Saisissons le moment et prenons
de compétence, en particulier chez les la responsabilité de notre propre avenir.
pilotes qui volent peu, et les taux d’ac- Comment s’y prendre ? Le site web de
cidents ou l’augmentation des primes la COPA propose toute la série de vidéos
d’assurance ? Absolument. Si nous som- du pilote intelligent. Elles constituent
mes plus susceptibles d’avoir un acci- un excellent point de départ, mais elles
dent parce que nous ne sommes pas supposent que vos fondations sont bien
suffisamment compétents, nous devons pratiquées.
nous attendre à payer davantage pour Participez aussi régulièrement à nos
notre assurance responsabilité civile. ateliers mensuels sur la sécurité. Allez
Alors comment pouvons-nous espérer régulièrement voler par vous-même
prendre ces mêmes compétences fonda- et entraînez-vous sur les bases. Mes
mentales et les utiliser lorsque nous en préférés sont le vol lent, surtout avec les
avons le plus besoin ? volets au décollage déployés, et l’exécu-
Nous devons combler le fossé qui tion d’une remise des gaz en cas d’ap-
sépare la validité de notre licence de la proche manquée avec une perte d’alti-
compétence avant que le législateur ne tude minimale. Oh oui! Et la BALLE AU
le fasse à notre place. La présentation du MILIEU TOUT LE LONG.
COPA FLIGHT | MAY 2021 17You can also read
