COPA NEW - Canadian Owners and Pilots Association

COPACOPACANADIAN OWNERS AND PILOTS ASSOCIATION FEBRUARY 2016

Publications Mail Agreement Number 40005288

COPA protects Personal Aviation and promotes it

as a valued, integral and sustainable part of the

Canadian Community.

A quick call, a clear plan . . . . . .16

Aviation accident summaries . .17

Bry, the dunker guy . . . . . . . . . .13

Book review . . . . . . . . . . . . . . .B-4

Canadian Plane Trade . . . . . . C-1

Cap’t. Ken’s comments . . . . . .B-1

COPA Flight news . . . . . . . . . . . 6

COPA Flight Safety Bulletin . . B-5

From a pilot’s perspective . . .B-14

On the horizon . . . . . . . . . . . .B-15

Plane talk . . . . . . . . . . . . . . .B-18

Ramblings of a rec pilot . . . .B-10

Rem’s report . . . . . . . . . . . . .B-13

View from Manitoba . . . . . . . . . .3

It’s a never-ending story, it just keeps repeating itself.Protecting our freedom to fly also means protecting ourlanding strips, protecting our aerodromes. It is part ofour role, yours and mine, to keep these aerodromes aliveand well. As I wrote last November, I

strongly suggest that whenever anevent is held at your airport, such asCOPA For Kids, a fly-in or someother public activity, an invitation isextended to your local Chamber ofCommerce people, the elected offi-cials and the media to witness thebenefits of a local airport. If you can have a say in choosing

your airport manger, do get involvedand choose someone that has someaviation experience, not just a financial background. Man-aging an airport takes a broad, medium to long term avi-ation-minded vision: if someone is solely interested inturning a profit for the airport year-in, year-out, let themgo work for a bank. An aerodrome is a regional development tool, a rev-

enue generating economic engine for an area, a link fromyour community to the rest of the world. For those whohave never heard it before, “One kilometre of highwaytakes you one kilometre, but one kilometre of runwaytakes you anywhere! Some may do simple math by looking at direct oper-

ating costs of an aerodrome and dividing this over thenumber of taxpayers. Once you start hearing this type ofthinking, start worrying about your aerodrome and get

to work. Why not help these people see it differently, seethe bigger picture?Let them know how much more revenue is coming in

than what is perceived. Get an economic impact assess-ment study done and if you needhelp, there are well known busi-nesses that do just that. There is also a whole section on

our website, Flying in Canada. GAAirports – Economic impact can alsohelp. You will find economic impactsfor different airports that you mayfind similar to yours. You will alsosee our brochure: “Your CommunityAirport - An Aviation Gateway” thatyou can download, forward or print.

Yarmouth (NS)Are there forward-looking leaders out there? Yes. Let’s

congratulate the folks in Yarmouth, where we will alsohold our next AGM! This was the headline on the Van-guard January 6 website: “Municipal units eye Yarmouthairport infrastructure improvements as a top regional cap-ital priority” http://tinyurl.com/j9dl4u5. The article writ-ten by Tina Comeau says “…increase utilization of theairport facility is seen as a way to spur economic growthand potentially attract new business and industry. The air-port infrastructure is seen as an asset to the region.”

Neuville (QC)Quick recap of Neuville (CNV9) airport situation: the

City of Neuville brought CNV9 to court for not having

asked for a permit to move more than 15 cubic metres ofsoil for “aeronautics” purposes, a by-law they passedspecifically for that reason. In December 2014, the mu-nicipal judge sided with CNV9. The city appealed, afterwhich CNV9 asked for some support with our Freedomto Fly Fund. Well, the appeal was heard in Superior Court and the

January 7 judgement came out in favour of CNV9! Thisis the fourth time CNV9 goes to court, the fourth time theywin, with the Supreme Court COPA judgements ([2010]2 S.C.R. 536 and S.C.R. 453) often being cited. Thesewins are building jurisprudence for the rest of the nation.Hats off to the developers for their courage and tenacity!

Pickering (ON)With Cheryl Marek, one of our Southern Ontario di-

rectors, I had the opportunity to meet with the special con-sultant to the government (Dr. Gary Polonsky), to presentour view as to why there should be an airport in Pickering. For the last 50 years, the land, owned by Transport

Canada, has been reserved and waiting for the airport. Nowwith Buttonville airport shutting down, it should be a no-brainer to set this new one up. But no, the fate of an airportat Pickering is still precarious. Because a loud, vocal mi-nority tells their elected officials they don’t want it. How about we tell them we want the airport and all it

brings? Please see our “Take Action” page on our websitefor a sample letter and to get the coordinates of your mem-ber of parliament.

Aerodromes - How fragile they are

Build thisin two weeks!

Build thisin two weeks!

Plane-Crafters’ new “Build-Centre” in central Ontario offers pilots a unique opportunity toassemble and taxi their own personal kit aircraft after just two weeks of workshop time.Three different Zenair aircraft models can be assembled through this program: The CH 750 STOL and Cruzer models, as well as the low-wing Zodiac CH 650. See story on page B-11

Plane-Crafters’ new “Build-Centre” in central Ontario offers pilots a unique opportunity toassemble and taxi their own personal kit aircraft after just two weeks of workshop time.Three different Zenair aircraft models can be assembled through this program: The CH 750 STOL and Cruzer models, as well as the low-wing Zodiac CH 650. See story on page B-11

President’scornerby Bernard GervaisCOPA Presidentand CEO,@COPA –Pres

• continued on page 3

En français page 4

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COPA FLIGHT FEBRUARY 2016 3

Circulation 15,080 CopiesDigital Only 1,131 Subscribers

Dedicated to the Advancement of Aviation in CanadaESTIMATED MONTHLY READERSHIP

50,000

Published by theCanadian Owners

and Pilots AssociationPUBLICATIONS MAIL REGISTRATION

No. 09878 • ISSN 1707-2034

Please address all correspondence, including editorial and advertising copy to the

COPA Head OfficeAdvertising and editorial copy should be

received by the 1st of each month for insertion in next month’s issue

Classified advertising, except for the ‘Last Minute’ column, should be received by the 10th of each month for insertion in the

next month’s issue

STATEMENT OF POLICYCanadian Owners and Pilots Association publishes COPA Flight 12 times a year, on the first of every month.

The views expressed in articles in the COPA Flight newspaper are not necessarily those of the editor, staff or the board of directors of the Canadian Owners and Pilots Association.

The contents of COPA Flight are protected by copyright including designed advertising. Reproduction is prohibited without writtenconsent of the publisher.

COPA reserves the right to reject articles and advertisements particularly if such copy is libelous, slanderous or demeaning. Editorial articles will be edited for grammar, spelling, style and libel.

COPACOPA71 Bank St., 7th FloorOttawa, ON, K1P 5N2Tel.: 613-236-4901 Fax: 613-236-8646

General E-mail: [email protected]

Web site:www.copanational.org

The Recognized Voice of General Aviation in Canada

COPA HEADQUARTERSTitle Name Tel.X E-mail address Job function

President/CEO Bernard Gervais 102 [email protected] Association management and representation

Vice-President of Operations Patrick Gilligan 104 [email protected] Association representation/member assistance

Manager administration Heather McLaren 110 [email protected] Administration

Financial manager Tanya Storing 109 [email protected] Finance and accounting

Office assistant Cathy Stanton-Gaudon 100 [email protected] General office duties

Membership administrator Ghislaine Desjardins 105 [email protected] Membership processing

Publisher and editor Michel Hell 108 [email protected] Publishing management and editorial

Classified/display advertising Joanne Nault 106 [email protected] Ad sales and coordination

Note: COPA staff can also be reached via e-mail by using the initial of their first name in front of their last added to: @copanational.org (Example: Bernard Gervais: [email protected]) Membership rates in the association are $58.00 (plus GST or HST) per year. COPA members receive monthly issues of COPA Flight as part of their membership package.

To reach a director by E-mail, please enter the director’s first initial and last name, then add @copanational.org. (Example: [email protected])

COPA BOARD OF DIRECTORSTitle Name Representing Phone Fax

Chair Trekker Armstrong Alberta and the Northwest Territories 403-831-9192 Eastern Vice-Chair Jean Messier Quebec 450-779-3303 Western Vice-Chair Earl Kickley Saskatchewan 306-487-2463 306-487-3292Treasurer Jerry Roehr Manitoba and Nunavut 204-981-4239 Secretary Brian Chappell Maritimes 902-835-4843 902-835-9624Honorary Directors John M. Bogie 613-862-1468 Elected Directors Ray Hawco Newfoundland and Labrador 709-364-2855 Vacant Maritimes Jonathan Beauchesne Quebec 514-585-3959 Phil Englishman Southern Ontario 519-881-3775 Conrad Hatcher Southern Ontario 289-929-5154 Cheryl Marek Southern Ontario 905-725-8850 Lloyd Richards Northern Ontario 705-267-7111 Al Blakely Alberta and the Northwest Territories 403-405-2683 Tim Cole BC and Yukon 604-299-0806 Vacant BC and Yukon

As reported in the January COPAFlight and again in this issue, 2016 is anelection year for COPA directors inseven geographical areas. The make-upof our Board of Directors will change inat least three jurisdictions; in the Mar-itimes, Manitoba and British Columbianew Directors will have to be elected. Two years ago I was a member of the

Nomination Committee and publishedmy thoughts on being a COPA Director.I reviewed what I said then and believeit may be helpful to repeat now as theseare still valid considerations for personswho want to be part of a special groupof aviators. This is what I had written:

* * *I sincerely hope that many of our

members will seriously consider mak-ing a valuable contribution to General Aviation bybecoming a COPA director. While flying skills andaircraft knowledge may be desired and are impor-tant, many more skills are needed to govern a suc-cessful not-for-profit organization.The life of a COPA Director can be compli-

cated. In the process of executing their responsi-bilities each director wears at least three hats, notincluding activities which are outside of COPA.First and foremost Directors are responsible for

the governance of the association. For the most partthey engage in this activity only at Board of Direc-tor meetings, of which there are three per year, usu-ally one or one-and-a-half days in length.Occasionally there are extraordinary meetings heldby teleconference to deal with specific issues.At Board meetings policy is set, budgets are ap-

proved, major issues are discussed and strategiesdeveloped to deal with them, our on-going legalchallenges are reviewed, member services are dis-cussed, etc. The Board always provides guidanceand instructs the COPA management as to the pri-orities for a given period of time.While the governing process only takes place at

meetings, the Board of Directors provides the pri-mary link between the association and its members.Each Director brings to the table a unique aviationbackground, unique other important qualificationsand a link to COPA members in his or her con-stituency.Through the democratic process of discussing

and voting on motions and resolutions,Directors call upon all of this collec-tive experience to reach a consensus onaction which is best for our members.To be effective, a Director must be en-gaged and have knowledge of PersonalAviation in general and be involvedwith COPA members at the local level.This brings us to the second hat

COPA Directors must wear. BecauseDirectors are elected on a regionalbasis, members consider Directors tobe their COPA representatives. Thisimplies a lot more than participating inBoard meetings.Directors engage in their own partic-

ular style of aviation with other mem-bers in local COPA Flights or flyingclubs. They attend fly-ins, safety semi-

nars, flying club social activities and in the processof doing so connect with the membership. They areoccasionally invited to speak at a meeting of aCOPA Flight or flying club, which is an opportunityto brief members on some of the burning issuesCOPA is dealing with and gather input from mem-bers. Most Directors welcome this opportunity.Third hat is simply to be yourself. Your under-

standing of the issues, your background and yourethical/proper conduct will undoubtedly shape notonly COPA but influences aviation in Canada ingeneral.

* * *Deadline nearing fastAs the deadline for the nomination will close

in a few days, February 4th, 2016, the time is nowto review the “Call for Nomination” in this De-cember and January issues of COPA Flight and onour website ( www.copanational.org ), get the fivesupporting signatures required and be candidate tochallenge the election for a vacant position orchallenge the position of one of the directors seek-ing re-election.

Note: If you are in Winnipeg, Thursday, Janu-ary 28, 2016, plan to attend the COPA Flight 35Rust Remover at the old location, ANAF VeteransHall, 3584 Portage Avenue at 7:00 p.m.

•Jerry Roehr is COPA’s Treasurer and Director

representing Manitoba and Nunavut. You canemail him at: [email protected]

View fromManitobabyJerry Roehr

President’s • continued from the front

Grand Cache (AB)We also lost one. Grand Cache (CEQ5) airport was shut down

January 1st by the municipality. I was informed of the situationby a non-member who turned to COPA for help after the fact,when it was already too late to help or do something. We can readthe history of its demise on the town’s website (grandcache.ca).No comment.

Your Aerodrome (CA)It would be nice to hear stories about how your airport is thriv-

ing, how the leaders are seeing it and what they are doing. Thisyear, COPA will put more effort into helping you protect and show-case your aerodrome. Share your good news by writing to us [email protected] and tell us about Your Aerodrome (CA).

Women of Aviation Worldwide WeekComing up during the week of March 7, 2016, there is a world-

wide initiative going on. You can read about it on page 5. Forevery one of these women who will get a free or paid introductoryflight, COPA will also provide that person with an e-membership,entitling her to receive e-flight and access to the members-onlysection of the website. Those who also want to sign up as COPA members, will be el-

igible for our membership drive prize for 2016 – a beautifulwomen’s Breitling COLT watch.

On a final noteAs a national association, COPA has finally officialised its

French name with Industry Canada: l’Association canadienne despropriétaires et pilotes d’aéronefs. Either the English or Frenchname can be used officially.

Share your good news by writing to us at [email protected] andtell us about Your Aerodrome (Ca).

My thoughts on being a memberof the COPA Board of Directors


C’est une histoire sans fin, qui serépète constamment. Protéger notre lib-erté de voler veut aussi dire protéger nospistes, protéger nos aérodromes. C’estnotre rôle, à vous et à moi, de conserverces aérodromes en santé. Comme je l’écrivais en novembre

2015, je suggère fortement lors de vosjournées de jeunes aviateurs, de rendez-vous ariens ou d’un autre événement so-cial, d’inviter votre chambre decommerce locale, vos élus municipauxet/ou les médias afin de démontrer lesbienfaits d’un aéroport local.Si vous avez votre mot à dire dans le

choix du gestionnaire de votre aéro-drome, n’hésitez pas, impliquez-vous etchoisissez-en un(e) avec au moins uncertain parcours en aviation, non pasjuste en finances. Gérer un aérodromeprend une bonne vison élargie, axée surl’aviation, portée sur du moyen et dulong terme: si votre gestionnaire necherche que des profits pour l’aéro-drome année après année, laissez-lealler travailler pour une banque. Un aérodrome est un outil de

développement régional, un moteuréconomique générant des revenus pourtoute une région, un lien entre une com-munauté et le reste du monde. Pourceux et celles qui ne l’ont jamais en-tendu, “Un km d’autoroute vous mènequ’un km plus loin, mais un km de pistevous mène n’importe où au monde.”Il y en a qui feront le rapport sim-

pliste des coûts d’opération directs del’aérodrome sur le nombre de payeursde taxes. Dès que vous entendrez cetype d’argumentaire, il y a matière às’inquiéter et c’est le temps de vousmettre à l’oeuvre. Pourquoi ne pas don-ner un coup de main à élargir la vision?Mettre en lumière l’apport global et nonpas juste les chiffres du clcul simpliste?Pourquoi ne pas faire une étude de l’im-pact économique de l’aérodrome? Sivous avez besoin d’un coup de main,des entreprises s’y spécialisent. Il y a aussi sur notre site web toute

une section “Flying in Canada” – “GAAirports – Economic impact” qui peutvous aider. Vous y trouverez des exem-ples de ces études pour différents aéro-dromes qui peuvent ressembler auvôtre. Il y a aussi notre brochure sur ceque représente un aérodrome local quevous pourrez télécharger, partager ouimprimer.

Yarmouth (N-É)Y a-t-il des administrateurs avec la

vision souhaitée? Oui! Félicitons lesgens de Yarmouth, où se tiendra juste-ment notre prochaine assembléegénérale annuelle. On peut lire ce grandtitre sur le site web du Vanguard du 6janvier dernier: “Municipal units eyeYarmouth airport infrastructure im-provements as a top regional capital pri-ority” http://tinyurl.com/j9dl4u5.L’article de Tina Comeau mentionne« …accroître l’utilisation des installa-tions aéroportuaires est vu comme un

moyen de stimuler la croissanceéconomique et peut-être attirer de nou-velles entreprises et industries. L’aéro-port est considéré comme un atout pourla région.»

Neuville (QC)Petit rappel de la situation de

Neuville (CNV9): la municipalité deNeuville a traîné CNV9 en cour pouravoir omis de demander un permis afinde bouger un plus de 15 mètres cubes deterre pour fins aéronautiques, un règle-ment municipal vote expressément à cesfins. En décembre 2014, un juge de lacour municipale donne raison à CNV9.La ville en appelle et CNV9 demandealors l’appui de COPA, notre fonds dedéfense du droit de voler. Les partiessont allées en cour d’appel et le juge-ment est tombé le 7 janvier, en faveurde CNV9! C’est la quatrième fois en au-tant d’années que Neuville Aéro va encour et c’est la quatrième victoire, pourlesquelles on cite très souvent les juge-ments COPA en cour suprême ([2010] 2R.C.S. 536 and R.C.S. 453). Ces vic-toires sont en train de construire une ju-risprudence pour le reste du pays.Félicitons les promoteurs pour leurcourage et leur ténacité!

Pickering (ON)Accompagné de Cheryl Marek, une

de nos directrices du sud de l’Ontario,j’ai eu l’occasion de rencontrer le con-seiller spécial nommé par le gouverne-

ment fédéral (Dr. Gary Polonsky), afinde présenter notre position sur laprésence d’un aéroport à Pickering.Depuis les cinquante dernières annéesles terres, propriété de TransportsCanada, sont réservées et en attente del’aéroport. Sachant que Buttonville fer-mera cette année, il semblerait évidentqu’il devrait y avoir un aéroport de rem-placement. Mais non, le sort d’un aéro-port à Pickering est encore précaire.Parce qu’une minorité d’opposants bienorganisée fait des pressions sur ses élus,disant ne pas en vouloir. Alors pourquoine pas être entendus à notre tour disantque nous voulons l’aéroport? Sur notrepage “Take Action” vous y trouverezune lettre type et les coordonnées devotre député afin de lui faire savoirvotre opinion.

Grand Cache (AB)Nous en avons aussi perdu un.

L’aéroport de Grand Cache (CEQ5) aété fermé le premier janvier 2016 par lamunicipalité. J’en ai été informé aprèsle fait, par un non-membre qui s’esttourné vers COPA pour obtenir del’aide, quand il était déjà trop tard pourfaire quoi que ce soit. On peut lire l’his-toire de la mort de l’aéroport sur le sitede la municipalité (grandcache.ca). Onpeut y tirer de belles leçons. Sans com-mentaires…

Votre aérodrome (CA)Ce serait bien d’entendre vos his-

toires d’aérodromes florissants etprospères, la perception des administra-teurs et ce qu’ils font. Cette année,COPA mettra plus d’efforts à vous aiderà protéger et mettre en valeur votreaérodrome. Partagez vos nouvelles ennous écrivant à [email protected] parlez-nous de Votre aérodrome(CA).

Women of Aviation WorldwideWeekDans la semaine du 7 mars 2016 se

tiendra un événement d’envergure mon-diale. Vous pouvez lire les détails suren page 5. Pour chaque femme qui faitun premier vol, gratuit ou payant, lorsde cette semaine, COPA offrira aussiune adhésion électronique, lui permet-tant de recevoir notre hebdomadaireélectronique E-Flight et accéder à lasection membres seulement de notre siteweb. De plus, celles qui veulent pren-dre une adhésion formelle à COPAseront automatiquement éligibles auprix de notre campagne de recrutement2016. Il s’agit d’une magnifique montreBreitling COLT pour femmes.

Mot de la finEn tant qu’association nationale,

COPA a finalement officialisé son nomfrancophone auprès d’industriesCanada : l’Association canadienne despropriétaires et pilotes d’aéronefs. L’unou l’autre des noms, anglais ou français,peut être utilisé officiellement.

De la fragilité des aérodromes

Partagez vos nouvelles en nous écrivant à [email protected] et parlez- nous de Votre aérodrome (CA).

Mot du

presidentpar Bernard GervaisCOPA Presidentand CEO,@COPA –Pres

The time is right, your future is here!

Join and support

COPACanadian Owners & Pilots Association

Contact COPA today:Telephone 613-236-4901; Fax 613-236-8646;

E-mail: [email protected]

Are you looking for answers to questions you have or concernsyou may have aboutavionics, maps, simulators and the like?

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Women Of Aviation World-wide Week presents a unique andfree opportunity for flight train-ing centers to secure new stu-dents. On average, First to SoloChallenge winners solo within sixweeks of their first (free or paid)small aircraft flight experience. In fact, more than 70% of the

Challenge’s participants had noteven considered becoming a pilotbefore noticing an invitation tovisit a local aviation facility as partof Women Of Aviation WorldwideWeek (www.WomenOfAviation-Week.org), a global aviationawareness week for girls andwomen of all ages. Held annually during the week

of March 8, the week has alreadyattracted 96,000 to take a goodlook at aviation. In just six years,its impact is registering positivelyon female start statistics.

The Institute for Women OfAviation Worldwide(www.iWOAW.org) whofounded the initiative and man-ages the coordination of theWeek’s official activities has putnumerous incentives in place tomotivate participation, includingflight training cash for First toSolo Challenge winners.

In 2016, any female who ex-periences a free or paid introduc-tory flight from March 7 to 13and reports it in the Week’s offi-cial website by the March 15deadline becomes eligible to winan Apple Watch, an iPad mini,etc. and, the flight training cash ifshe decides to take the next step,learning to fly, without delay.

Women are not the only win-ners. Flight instructors and pilotsalso become eligible to win prizeswhen they report their Week’s ac-tivities. Flight training centres can

greatly benefit as well. By sim-ply sharing the Week’s incen-tives within their community andencouraging women to try fly-ing, they can earn the prestigiousiWOAW Certified WomenFriendly designation. It featuresan official seal and a prominentlisting in aviation’s only peer-re-viewed directory (www.Let-WomenSoar). Designation criteria include a

minimum of 10 reported femaleintroductory flights during the

week and/or the organization ofan official activity.Women constitute half of the

population but less than 6% of thepilot population. The number ofwomen earning more than 100Ka year has tripled in the past 10years. Women Of AviationWorldwide Week allows trainingcentres to venture into this hugemarket without financial risks. Encouraging your aircraft

renters to offer a first flight togirls of any age and/or promotingthe Week’s incentives in yourcommunity along with your intro-ductory flight offer can pay offnot only for your business, butalso for the entire industry. Thefemale market is the only marketthat presents a potential for expo-nential pilot population growth.Don’t fly them for free. Fly

them for life.

She wins. You win. We all win with WoAWW

La Semaine mondiale desFemmes de l’air offre aux centresde formation une opportunitéunique et gratuite de recruter desétudiantes.En moyenne, les gagnantes du

Défi du Premier Lâcher font leurvol en solo 6 semaines après leurpremier vol (gratuit ou payant)sur petit aéronef.En fait, plus de 70% des par-

ticipantes au Défi n’avaient ja-mais pensé devenir pilote avantde remarquer une invitation àvisiter les installations aéronau-tiques de leur région dans lecadre de la Semaine mondialedes Femmes de l’air(www.WomenOfAv ia t i on -Week.org), une semaine mondi-ale de sensibilisation auprès desfilles et des femmes de tout âge.Se déroulant tous les ans pen-

dant la semaine du 8 mars, la Se-maine a déjà attiré 96,000personnes à découvrir les activ-ités de l’aviation. En seulement 6ans, son impact positif sur lenombre de femmes qui décidentd’apprendre à piloter s’inscritdans les statistiques.L’institut des Femmes de l’Air

du Monde (www.iWOAW.org)qui a fondé l’initiative et qui gèrela coordination des activités offi-cielles de la Semaine a mis enplace de nombreuses récom-penses pour motiver la participa-tion, y compris les bourses pourles gagnantes du Défi du PremierLâcher. En 2016, toute fille et/ou

femme qui fait un premier vol,gratuit ou payant, dans la se-maine du 7 au 13 mars et le rap-

porte sur le site official de la Se-maine avant la date limite du 15mars devient éligible à gagnerune montre Apple, un iPad mini,etc. et même une bourse si elledécide d’apprendre à piloter sansdélais.Les filles et les femmes ne

sont pas les seules gagnantes. Lesinstructeurs et les pilotes peuventaussi gagner des prix s’ils rappor-tent leurs activités de la Semainesur le site.Les centres de formation peu-

vent aussi bénéficier. En faisantla promotion des offres de la Se-maine dans leur communauté eten encourageant les filles et/oufemmes à essayer le vol, ils peu-vent obtenir l’appellation pres-tigieuse Certifié Pro Femmesd’iWOAW. Elle inclut un sceauofficiel et un placement saillantdans le répertoire en ligne d’i-WOAW (www.LetWomenSoar).Les critères pour obtenir l’appel-lation incluent un minimum de10 baptêmes de l’air féminins

pendant la Semaine et/ou l’organ-isation d’une activité officielle.Les femmes constituent la

moitié de la population maismoins de 6% de la population depilotes. Le nombre de femmesqui gagnent plus de 100K par ana triplé pendant les dix dernièresannées. La Semaine mondiale desFemmes de l’air permet à toutcentre de formation de s’aven-turer dans cet énorme marchésans prendre de risques finan-ciers. Alors, encouragez vos lo-

cataires d’aéronefs à offrir unpremier vol aux filles et femmes,quel que soit leur âge et/ou faitesla promotion des offres de la Se-maine à travers votre commu-nauté peut vraiment être rentablepour non seulement votre entre-prise mais aussi toute l’industrie.Le marché féminin est le seulmarché qui offre un potentiel decroissance exponentielle. Ne faîtes pas des vols pour des

vols. Faîtes des vols pour la vie.

Elle gagne. Tu gagnes. Nous gagnons

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The Havelock Flying Club/COPA 27 is pleased to announcethe winner of the 2015 Cross-Country Cup Competition. RaySt. Laurent of Fredericton, N.B.has won the Cup in 2012, 2013,and now again in 2015. Ray has written an article on

his cross-country treks which fol-lows:

By Ray St LaurentFour years ago my longest

cross-country journey ever wasthree hours. Over the last threeyears I have enjoyed makingmulti-week cross-country treksin my plane. Two years ago Ilanded in all the provinces ofCanada. Last year I did the samefor all the territories. Last spring I intended to sim-

ilarly tour the continental U.S.After those plans had to be aban-doned, by August, I was so antsyI decided my brother ‘needed’me in Alberta. So I flew therefrom my New Brunswick homefor a visit. As usual, my flightplans included many new air-ports. I don’t think multi-week treks

are particularly challenging orrisky for most. Although not aparticularly skillful pilot, I do tryto continually improve and toknow my aircraft well. As a dayVFR pilot, to avoid spendinglong stretches on the ground it isimportant to be comfortable han-dling winds including crosswindsat airports greater than 15 knots.For the record, C-GUFY is a

Pipistrel Virus SW. These can befactory-built as an AULA orhomebuilt as was mine. Manypowerplants installed on theVirus put out 100 horsepower.My 80-hp engine trades highertop speed for a longer range andthe ability to operate on regularcar gas. My Virus cruises at 120knots for more than six usablehours consuming 15 L/hour.Fuel availability is a factor

when travelling up north. Noavgas was available at all inArviat, Nunavut or even inChurchill, Manitoba. Only jetfuel or regular car gas existed. Idid not see any other GA aircraftup there.

Although most Virus have tri-cycle gear I chose a taildraggerfor increased prop clearancewhich is advantageous on gravelstrips. Ironically, inexpert man-agement of the taildragger blindspot resulted in two broken pro-

pellers by taxiing into objects. AGoPro camera now covers blindspots to combat another incom-petence relapse. Although its weight is in the

ultralight category, certain fea-tures make it easier to handle in

strong and gusty winds thanmany other light GA aircraft. Fulllength flaperons give excellentlateral control. The immediate ef-fect of modulating the above-wing spoilers is the preferredmethod for glide path control

rather than dealing with enginelag. Fully open spoilers and nega-

tive flaperons make ground ma-noeuvring stress free on windydays. But forgetting to closespoilers before takeoff increasesstress dramatically (It is an itemon my checklist that I regrettablymanage to miss occasionally).The flexibility of the compos-

ite wings gave an unanticipatedbenefit in rough air. The floppywings act as shock absorbers.Light turbulence is hardly felt atall as the tips bobble up and down.Heavier turbulence feels likebouncing on a bed, fun for a while,compared to the teeth rattling ofsome small metal planes. But veryheavy turbulence is still miserable. I always seem to find strong

headwinds when westboundaround the top of Lake Superior.This year, to avoid 45 knot head-winds I had to drop to 1,000 feetto limit them to 25 knots. But thechurning winds delivered a rideas bumpy as a maritime gravelroad during spring thaw.I am always impressed watch-

ing bush pilots in action. I amdumbfounded by those who op-erated where magnetic com-passes were useless before GPS. My navigational skills are

limited. I can read charts some.My VOR and NDB skills are nil.Those instruments do not blightmy panel. I enjoy my GPS andmoving map crutches with theconstant display of direction,distance and times to upcomingwaypoints. By far, what gave me the con-

fidence to fly through remoteareas in Canada and the U.S. isnot related to my specific aircraftor its instrumentation. My first trip out west quickly

revealed most of Canada is be-yond flight following at typicalVFR altitudes. Many places wereoutside any radio contact at all.That terrified my cowardly na-ture. If things went sour and I hadto make an emergency landing, Iam prepared to write off myplane to save someone’s skin, in-cluding mine.


COPA Flight newsServing our communities since 1964

COPA Flight newsCompiled byMichel Hell,Publisher,Editor

X-country trekking leads to another competition win

Ray on a windy day in Nunavut.

Ray receiving the COPA-sponsored prize from Club V-P Roy Collins.

COPAFLIGHT 27Havelock, N.B.

To find out more abouthow your Flight can participate

in a COPA for Kids eventvisit our website

copanational.org

• continued on next page


By Patrick GilliganA U.S. mid-air collision in September 2014 at an

EAA Young Eagles event, prompted COPA to re-view its policy and enhance safety.First and foremost the COPA Flights have been

extraordinary at conducting safe CFK events. COPAFor Kids aviation program has an immaculate safetyrecord thanks to the hard work of COPA Flights.The most important rule, “Due Diligence.”

Doing all things reasonable to avoid or diminish anyloss or damage. The 11th Edition of the COPA Guide to COPA

For Kids has added an extra safety step: All COPA Flights

having doubt or con-cerns regarding safety orpilot proficiency mustrequest a Pilot Profi-ciency Check (PPC).This PPC must be car-ried out by a currentclass 1 or class 2 instruc-tor. A designated Trans-port Canada examiner isalso acceptable. The instructor/exam-

iner must not be a member of the COPA Flight, clubor organization in question. The instructor or exam-iner must be agreeable to the COPA Flight and thepilot. All expenses associated with this PPC are theresponsibility of the pilot wishing to fly in theCOPA For Kids program.

Almost 20K flownThe COPA For Kids aviation program almost

made the 20K mark, with 19,708 Junior Aviatorsflown since the start of the program thanks to the ef-forts of COPA member pilots and volunteers acrossCanada. COPA Flights and individual COPA Members

have sent nominations for outstanding COPA ForKids volunteers and the awards go to: JoyceStoyka from Lyncrest as Event Coordinator. Usinga pre-registration process, Joyce manages a teamof three registration volunteers to keep things run-ning smoothly.John Blackner won the Ground Support Volun-

teer award. John is a long-time COPA member andremains one of the most active volunteers. He nevermisses a COPA Flight event and coordinates theground crew.Tom Stoyka is the recipient of the Imagine award:

Tom is everything aviation, assists pilots, maintaintheir aircraft, technical records, active Air Cadet vol-unteer and can often be found introducing flying tokids young and old outside of the CFK program.Exceptionally this year a second Event Coordi-

nator designation was awarded to Carol Cooke.Carol has been organizing CFK events ever sinceCOPA introduced the program and is involved inmany other aviation yearly activities such as the On-tario and Quebec Inter Provincial Air Tour, organiz-ing a fly-out to discover and encourage local airports.The 2015 COPA For Kids Aviation Program was

a great success with 3,281 children flown. That’smore than double the children introduced to aviation

in 2009 when COPA members provided 1,365 chil-dren ages 8-17 to a free flight. In 2015, 72 events were scheduled by 44 COPA

Flights, with some Flights organizing up to threeevents during the year.COPA would like to congratulate the top pilots

of 2015. First place goes to Henri Ilg of Richmond,B.C. who flew 56 junior aviators. In second place,Guido Lepore from Delta, B.C. with 44 and in thirdplace, Don Colter from Wiarton, ON who flew 39children.The top three COPA Flights were; Flight 5,

Boundary Bay, B.C. This Flight flew 352 junior avi-ators! Flight 36,Kelowna, B.C., came insecond with 179 kidsflown and Flight 75, St-Thomas, ON, was thirdwith 165 kids flown. There were eight

other COPA Flightswho each flew between109 and 150 kids dur-ing their events. Thoseare impressive num-bers, congratulations to

everyone who participated in 2015!The names of all the pilots and participants were

entered into our online logbook, which is on theCOPA For Kids website – www.copaforkids.org –and also on EAA’s Young Eagles logbook,http://youngeagles.org/logbook .The COPA Flights who participated last year did

a great job of advertising their event within theircommunity. Some Flights placed ads in their localpapers, ran messages on their local radio stations,and distributed flyers to schools and other youthgroups. Another great way of advertising your upcoming

event would be to register your event on our websitewww.copaforkids.org/content/ManageEvents.cfm .It’s a great spot for parents to come and look for in-formation about events in their area. You can order brochures (including waiver and

registration forms) and certificates by sending anemail to [email protected] or theyare available online at www.copaforkids.org/con-tent/index.cfm?page=Pilots .

jTo ensure that your event will run smoothly andno one will be excluded, please read the COPAGuide to COPA For Kids (the newest edition is De-cember 2015), which is available on our websiteswww.copanational.org and www.copaforkids.org . On another note, pilots must provide briefing to

the young aviators and passengers emphasizinghow to undo seat belts and open doors or canopy.Furthermore, to enhance safety for young aviators,COPA For Kids events should not take place simul-taneously during any other “busy” COPA Fly-ins orother events.It is essential to note that only current COPA

members may participate in this program as pilotsand that all flights must be done as part of an eventthat is organized by a COPA Flight.

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But I am not willing to risk along-term survival ordeal after acrash. I want to be found soon!This leads directly into the

often maligned limitations ofELTs. The reality is that abouthalf of, even modern, ELT eventsdo not get detected from reasonssuch as the destruction or poororientation of the antenna after acrash. This highlights the fact that

any emergency system requiringa specific event to declare anemergency is fundamentallyflawed. Once that may have beenthe best available. Other indus-tries now use the safer, more ro-bust approach of systems thatrepeatedly signal when all is ok.If the “ok” signal stops being re-ceived, an alert occurs.If that sounds similar to a Spot

satellite tracking system itshould. But I needed more. I needed two way communi-

cations. I wanted to be able to letsomeone know my plans, depar-tures, arrivals, and if I needed tochange my plans on route. And Iwanted confirmation that mymessages were received and un-derstood. That is exactly the in-tent of our flight plan service.Unfortunately, I have landed

at airports where there was noworking landline nor a signal formy cell phone. Even more frus-trating was the situation at a cou-ple of stops I made in the U.S...these had landlines that couldonly dial 911. My landings aren’tthat bad!We are allowed to close a

flight plan by radio before weland. That might work at someairports but certainly is a last re-sort for me. Most aircraft acci-dents happen during takeoff orlanding. I do not want to cancelthe alerting service just beforegoing down only to wrap myplane around a tree or a moose.The situation is worse in the U.S.where flight plans must be acti-vated after takeoff.There are satellite-based sys-

tems that provide two-way mes-saging as well as GPS tracking. Iuse an InReach SE. It is func-

tionally similar to a Spot with thetwo communications mentionedabove. I will not travel much be-yond flight following withoutsomething like it.The only other thing I would

recommend for long trips is tothrow away your charts. After myfirst trip across Canada, I gottired of the cockpit gymnasticsrequired to manage all the chartsand the CFS. There are twosources of approved electronicdata usable on tablets. I have en-joyed using both. Foreflightworks on iPads. FltPLan workson iPDs and Androids and is free.I use FltPLan on my Android.These apps also eliminate the

workload, distraction and uncer-tainty of knowing exactly whereyou are on a paper chart. I use thelow altitude (Victor) charts tofind the local ATC frequenciesfor flight following. My PC ver-sion includes road map and satel-lite views. Switching views ishandy for selecting routes andplaces to overnight. Next year I plan to finish my

tour of the continental U.S. Iwould really like to get toLabrador too... weather blockedme two years in a row. Perhaps I will finally be able to

convince my wife to come alongon some legs. Although she isafraid of flying in small planes,her resistance is weakening. Imanaged to get her up once.Breaking down that barrier hasbeen way harder than flyingacross Canada any number oftimes.

* * *The Directors of the Havelock

Flying Club/ COPA 27 haveagreed upon a change for the2016 competition. The cross-country challenge will now beknown as “The Delbert AlwardMemorial Cup”. The namecomes in memory of one of ourfounding members, Delbert Al-ward, who exemplified the truespirit of cross-country flying inhis venerable Jodel D-9 for manyyears.Congrats again Ray, and safe

flying to all 2016 competitors.

Flight 27 • continued from previous pageCOPA For Kids annual report:

Safety runs paramount as 44Flights host 72 events in 2015


COPA’s corporate membership program is available to companies inter-ested in supporting the association’s efforts to promote aviation, to en-

courage air safety through education and to lower the cost of flying. Corporatemembers are welcome to designate an individual for a regular personal mem-bership to the association. This is a way to provide the company with regularvoting and membership privileges in COPA. Corporate members are entitled

to a 10 per cent advertising discount in the association’s publications and freepreferred advertisement placement. Member companies of the association areauthorized to display the COPA Corporate logo on their advertising and pro-motional material.

The cost of a COPA Corporate membership is $273. per year plus GST orHST. Payment may be made by cheque, VISA or MasterCard.

Canadian Owners and Pilots Association

Corporate Membership

The following businesses are COPA Corporate Members:

3 Point Aviator - We help pilots become better aviators. 3 Point of-fers one place to train, rent and catalogue your skills in general avi-ation. Tel.: 905-399-2570; Website: www.3pointaviator.comAir Traffic Specialists Association of Canada - ATSAC repre-sents Flight Services Specialists(FSS) at the International FlightService Station (IFSS) Airport Advisory sites (AAS), and Flight in-formation Centres (FIC) across Canada. 1-866-WXBRIEF. Tel.: 807-548-2516; Fax: 807-548-2500; Website: www.atsac.comAircraft Collection - An international renowned Canadian-basedcompany which specializes in professionally crafted model airplanereplicas which fulfill the highest standards in the industry for privateand company aviation collectors. In the past 20 years, the AircraftCollection has meticulously developed more than 1,000 hand-craftedaeronautical models. Contact Pierre Lalime 1-819-322-1957; or visitwww.aircraftcollection.comATC Quality Engine Overhaul - Engine overhaul/repair, non-de-structive testing, dynamic balancing, engine modifications, dy-namometer testing. Tel.: 705-325-5515.Aviation D. M. Inc. - Is a flight training unit (CSU3-QC) offering pri-vate and commercial curriculum including night, VFR and instructorratings. Tel.: 514-220-1200; Website: www.aviationdm.netAviation Unlimited – Established in aircraft sales for over 17 years.Tel.: 905-477-0107; Fax: 905-477-9616; E-mail: [email protected]; Website: www.aviationunlimited.com Blacksun Web Hosting - In support of Canadian Aviation, Black-Sun offers a discount on all web hosting, ecommerce, domain nameregistration, and web design services for COPA members.Tel: 306-933-9898; Fax: 306-933-4987; Website: http://www.blacksun.caBlais Aeronautique - is the only one-stop-shop in the Ottawa re-gion, under Transport Canada A.M.O. #22-13. It provides avionics(ELT, altimeter etc...), structures and maintenance in the general avi-ation community. Tel. 819-592-2376; Website: www.blaisaeronau-tique.comBoisvert & Fils Aviation Ltd. — The only seaplane base on Mon-treal Island, providing seaplane maintenance, aviation oil and avgas.Maintaining, buying, selling and trading seaplanes since 1979. Tel:514-648-1856; Fax: 514-648-9309; Email: [email protected] Brampton Flying Club - Flight school, flight college, Cessna pilotcentre, aircraft maintenance, Cessna aircraft and parts sales,Humphrey’s pilot shop, fuel sales. Tel: 905-838-1400; Fax: 905-838-1405; Website www.flybrampton.comBrandon Flying Club - Located at Brandon Flight Centre offersflight training, aircraft maintenance, pilot services, 100LL and Jet A-1, GPU/de-ice, courtesy vehicle, catering and pilot lounge. Tel: 204-728-7691; Fax: 204-727-8213; Website: http://brandonflyingclub.ca/Brant Aero - Tel: 519-753-7022; Fax: 519-758-0530; Email:[email protected] Briggs Trucking & Equipment Ltd.- Heavy equipment hauling andrental. Fax: 780-449-6021.Burlington Flying Club Canadian Bush Plane Heritage Centre - The CBHC preserves andpresents exhibits, artifacts and educational programs about BushPlanes, Bush Flying and Forest Protection.Tel: 705-945-6242; Fax:705-942-8947; Website: www.bushplane.comCanadian Propeller Ltd. - Provides aircraft propeller, governor plusNDT services. We are an authorized Hartzell & McCauley servicecentre. Our licensed, factory-trained personnel provide quality workat excellent prices. Service to Hamilton standard by experienced,long term staff. Tel.: 204-832-8679; Fax: 204-888-4696.Canadian Sport Parachuting Association - CSPA, through affili-ation with the Aero Club of Canada, is Canada's representative tothe Federation Aeronautique Internationale, and is thereby the Na-tional Sport Organization for parachuting. Tel: 613-419-0908; Fax:613-916-6008; Website: www.cspa.caCBR Technology Inc. - Remote airfield services include; runwayfirmness testing, survey of threshold, runway profile and obstacles.Full to partial AWOS installation and servicing, dual aircraft altimeterand on-site personnel certification. Industry Canada Licensing forpersonnel and base stations, flight check instrument procedures.Tel: 403-285-6432; Fax: 403-452-1598: Website: www.cbrtech.caCGudd Inc. - Aircraft fleet management company. Tel: 450-672-8409; Fax: 450-441-7638; Email: [email protected] Aviation Ltd. - Tel.: 604-460-1588; Fax: 604-460-1586;Email: [email protected] Airpark Inc. - Fuel 100LL Cardlock System 24/7.Runway (14-32) 2,500 ft. long with lights dusk to dawn. Runway(05-23) 2,100 ft. Completely renovated restaurant. Forty-one Thangars. Sixteen full sized hangars. Tel.: 519-716-0521; Fax: 519-836-9763.Commercial Funding Group Inc - Specializing in commercial useaircraft/engines for Canadian based companies ranging from$100,000 - $2,000,000. Contact Michael Maurer. Tel.: 866-762-0484;Fax: 866-703-6707.Cooper Aviation - A friendly country airport, CST3 is located indowntown St. Lazare and home to COPA Flight 43. We sell 100LLAvGas and have telephone and toilet facilities on site. A five-minutewalk to restaurants, grocery and hardware stores and the post office.For more information on tie-down rates and other services contactus. Tel.: 450-455-3566; Fax: 450-455-9226.Devenir Pilots GBSN S.E.C - Airplane shares available at a fractionof the cost. Professional aviation administration of your asset. Flying

with worry-frees has never been so easy! Tel.: 514-502-0499; Web-site: www.devenirpilote.comDigby Annapolis Regional Airport - Digby Municipal Airport 3,950ft. runway capable of accommodating mid-size aircraft 365 days ayear. We are staffed 24/7 at our terminal. Tel: 902-245-5885; Fax:902-245-6372; Email: [email protected] Dorval Aviation Inc. - Dorval Aviation is a flight training centre of-fering the full curriculum of training from private to commercial in-cluding multi, instrument and float ratings. Tel: 514-633-7186; Fax:514-633-6719; Email: [email protected] Duess Geological Services Ltd. - Providing a wide range of min-eral exploration services throughout Canada. Tel.: 613-542-8822.Early Bird Air Ltd. - AB - agricultural chemicals, aerial seeding andspraying service, crop dusting and spraying. Tel.: 403-934-3618.Edenvale Aerodrome Ltd. - Offers hangar rentals and a fully auto-matic fuel pump - Mogas and 100LL. Also a brand new full servicerestaurant. For more information: Tel: 705-428-3112; Fax: 705-428-3378; Email: [email protected] or visit www.edenflight.com Fairmont Hot Springs Airport - Full aviation and fueling servicesfor aircraft up to and including 737’s, 24/7. CYCZ has a 6,000x100asphalt runway. For info visit www.fairmonthotspringsairport.com Flight Fuels Inc. - Distributer of aviation fuels and lubricants. Tel.:800-607-4355; Fax: 780-466-1554.Georgian Bay Airways Ltd. - Offers sightseeing tours, charters,flying adventures and seaplane training with our fleet of Cessna180 and Found Bush Hawk aircraft. Located on the DowntownParry Sound Town Docks. Our facility also provides fuel, ice creamand coffee as well as and onsite gift shop with aviator supplies. Tel.:800-786-1704; Email: [email protected]; Website:georgianbayairways.com.Global Aerospace Underwriting Managers (Canada) Ltd - Tel.905-479-2244.Hammond Aviation Ltd. - Hammond Aviation Ltd. - ExclusiveWholesale distributor for a wide variety of quality aviation productsservicing the Flight School and Pilot Shop industry. Call 1-888-256-1106; Fax: 519-284-2522; Email: [email protected]; Website:www.hammondaviation.com Happy Gas Inc. - Happy Gas supports aviation in Northwestern Al-berta with 100LL and Jet A-1 with FSll, self-serve and fuel trucks,pilot lounge, passenger lounge, courtesy vehicle, and hangar. Tel.:1-844-532-2878; Fax: 780-532-0598; Website: www.happygas.caJetpro - An engineering firm specializing in the design of instrumentapproaches and departures. Our capabilities include conventionalVOR/NDB/ILS and satellite-based procedures including GPS/WAAS.Tel: 780-973-5902.Kelly Panteluk Construction Ltd. – Tel.: 306-634-2166; Fax: 306-634-7822; E-mail: [email protected] Kindersley Plane Owners Inc Klarenbach Aviation Ltd. - AMO286-91 ratings Beech King Air,Piper Turbo Prop, all piston aircraft under 5700KG. Structures andDiamond Services Center. Tel: 403.274-5800; Fax: 403-274-6111.Legendair Inc Leggat - APEX - Cessna aircraft sales, service, parts. Cessna Car-avan service, parts. Mooney Service Centre. Engine overhaul, NDT,structural repair, modification. Tel: 905-477-7900; Fax: 905-477-8937; Email: [email protected]; Website: www.leggatavia-tion.comLes Motels de L'Energie Inc. - Tel: 418-589-9293; Email: [email protected] Lift Capital Corporation - LCC Aircraft Finance provides financingfor certified new and used piston fixed wing and qualifying advancedultralight aircraft for non-commercial use. Tel.: 1-800-530-0225 or416-621-5522Magnes Group Inc - Providing value and protection to Canadianaircraft owners, pilots, operators and manufacturers for over 40years. Tel: 1-888-772-4672; Fax: 905-889-0205; Email:[email protected]; Web: www.magnesgroup.comMarsh Canada - A global leader in aviation insurance brokering andrisk management, brings flexible, competitive, and progressive in-surance program to Canadian private aircraft owners and pilotsthrough MarshWings. Tel: 416-349-4590; Fax: 416-815-3384; Email:www.marsh.caMaxcraft Avionics Ltd. - Provides professional avionics servicesto all types of private and commercial aircraft, including helicoptersand fixed wing aircraft. Our services include complete panel up-grades, avionics and instrument installation, design, fabrication, STCapproval services, wire kit fabrication and worldwide field support.Tel.: 604-465-3080 ext. 221; Fax: 604-465-3084.McMillan LLP. Lawyers/Avocats - A national, full-service law firmlocated in Vancouver, Calgary, Toronto, Ottawa, Montreal and HongKong with a dedicated Aviation Law department. Tel. 416-307-4005;Fax: 416-865-7048; Website: www.mcmillan.caMirage Aviation Inc. - Compagnie de pourvoirie au nord du Quebecchasse caribou, peche et aussie une piste d'aterrisage. Leading theworld of Outfitters, Mirage Outfitter Inc. is northern Quebec's jewel.Whether your accommodations needs are for our caribou hunting,fishing, landing strip or other northern work related activities. Tel.:819-854-5151; Website: www.mirageoutfitter.com Nemeth Investment Group-CIBC Wood Gundy - We can help youbuild wealth and protect assets in all kinds of weather. Our exclusiveprocess has returned +9.92% per annum for 3 years ending April

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Tel.: 519-366-9986; Fax:519-366-9930; Website: www.prestigecontracting.caProvincial Airways - Aerial application, fuel, parts & service. Tel.:877-717-7335; Fax: 306-693-5288; Website: http://provincialair-ways.netPurple Hill Air Ltd. - Aircraft painting, structural repairs, annual in-spections. Transport Canada AMO74-98. Builder assist in amateurbuilt aircraft. Aircraft interiors. Tel: 519-461-1964; Fax: 519-461-1683;Email: [email protected]; Website: www.purplehillair.com Richardson Bros (Olds) Ltd. - Tel. 403-556-4466.Rockcliffe Flying Club - Located in Ottawa, next to the CanadaAviation and Space Museum, the club provides friendly and profes-sional services, rentals, flight school, customs clearance, Tel.: 613-746-4425Rotech Research Canada Ltd. - Exclusive Canadian distributor forRotax aircraft engines, parts, accessories.Skyservices - Aircraft maintenance - inspections, repairs, paint,modifications, wheel or floats, turbine or piston. Tel. 705-248-2158;Fax: 705-348-3438.St. Andrews Airport Inc. - General Aviation Airport. Flight trainingand aircraft maintenance. Tel.: 204-336-3250; website: www.stan-drewsairport.caStar Press Inc. - Website: starpress.ca.Stephan/H Aerostyle - This clothing collection was developed en-tirely in Canada, for professional helicopter pilots who want the mostexacting requirements of their line of work. Working closely with hel-icopter pilots, our products meet the specific needs and the highestprofessional requirements. Tel. 1-844-400-2585; Website:http://www.stephanh.com/enStudent Aviation Financial Enterprises Corp. - Providing financialassistants across Canada to all inspiring students wanting to obtainthe PPL and CPL license, muti, IFR, float, instructor rating. Fast easyloan. Tel.: 403-397-6107; Email: [email protected]; Website:studentaviationfinancial.caSummerside Airport - Slemon Park Corp - Modern FBO facilitiesand services to meet all aviation needs. Slemon Park is home toaerospace companies like Atlantic Turbines, Honeywell Aerospatialeand Testori Americas. Tel.: 902-432-1760; Fax: 902-436-9860;Email: [email protected] ; Website: www.slemonpark.com The Abbotsford Flying Club - The Abbotsford Flying Club is a non-profit organization that rents out aircraft for pilots that enjoy leisureand personal flying. Tel.: 604-239-0199; Website: www.abbotsford-flyingclub.ca.Trail Regional Airport (CAD4) - Is a DAY/VFR Certified Aerodromewith two GNSS approaches, a 4001' x 75' runway and an additional800' of paved stopways. Scheduled air service is by Pacific CoastalAirlines with daily flights to Vancouver and Kelowna. Products andservices include : Jet-A1, 100LL and Wi-Fi. Tel: 250-367-0029; Web-site: www.trailairport.ca; Email: [email protected] Aircraft Finance - Offer's the most competitive financingoptions to the General Aviation Sector in Canada, where you don'tneed to use home equity for aircraft financing. Rates can range from5% to 7.25%. We finance certified new or used aircraft, generally forpersonal use, including single or multi engine, turbine or piston, fixedor rotary winged aircraft. For more information contact John Mealey,Vice President, Aviation. Tel: 416-706-4331; Email: [email protected] or visit: www.travelersfinancial.comVictoria Flying Club - The Victoria Flying Club has been trainingpilots and meeting the needs of recreational and career flyers for 60years. We share a rich aviation history with thousands of past andcurrent members, who are bound by one thing - the love of flying.Tel.: 250-656- 2833; Fax: 250-655-0910; Website: www.flyvfc.comWaterloo Wellington Flight Centre - Offers Flight Training; Recre-ational, Private, Commercial, Multi-engine, and IFR with 18 trainingaircraft. Also, a two-year Professional Pilot Diploma Program withConestoga College. Tel.: 519-648-2213.Wilson Aircraft - Aviation sales & consulting since 1968. Cell: 647-227-6996. 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By Marilyn Bruinsma, Navigator

COPA Flight 45 celebrates itsannual Christmas social and din-ner the first Sunday in December.This year was no different.A surprise phone call from

Goderich’s terminal revealedCOPA director for Southern On-tario Cheryl Marek along withAnil Bhalla, another pilot andplane from Oshawa had flowninto Goderich practicing theirIFR ratings.With a house full of COPA

members and guests, NavigatorMarilyn convinced Cheryl andAnil to come for some Christmascider and snacks. Fred went tothe airport to bring them here forthe social.Cheryl, having been a guest

speaker for COPA 45’s May din-ner meeting, it was certainly greatto renew discussions and ideasfrom that meeting with Countywarden and local councils.Huron County has just com-pleted its’ strategic plan andCo-Captain Dan Stringerwas a committee member. It was from her May

presentation that local coun-cillors realized the impor-tance of CYGD. It is theonly airport with a 5,000-footrunway within 100 kilometres al-lowing corporate jets, Canada’sSnowbirds and others to landhere with ease. Soon Merry Christmas and

goodbyes were exchanged andFred drove them back to the air-port. Fully fuelled the two pilotsand aircraft flew off runway 10 infront of the Bruinsma house east-ward en route to Oshawa. Afavourable tailwind made the tripless than one hour. The COPA 45 group then

drove to the White Carnation fora delicious turkey and beef buf-

fet. The desserts were worth sav-ing some space as there wasChristmas pudding, pies, cheese-cakes and more served on a hugeround antique table.Thanks Cheryl and Anil for

making our Flight’s Christmasjust a little extra special this year.We hope that 2016 will bring lotsof aviation events to attend inwhich we meet again.


COPA FLIGHT 3 - ESTEVAN, SASK.

COPA Flight news

COPA is looking for host airports for the coming years.The COPA Convention/AGM is a great way for aviators from

across the country to gather and share their common interests. Italso presents an opportunity for COPA members to gain an in-sight into the running of the Association and its future as well asan opportunity to interface directly with the COPA Board of Di-rectors and Management Staff.This event can be as simple as a fly-in with lunch and a couple

of seminars or a full blown 3 day convention with a trade show,seminars, banquet and tours.The Convention/AGM is held on an East/West annual rotation

with the division being the Ontario/Manitoba border. The Con-vention/AGM is held in eastern Canada in even-numbered yearsand western Canada in odd-numbered years. For example:2016 Eastern Canada YARMOUTH, NS (CYQI) – June 24-25

2017 Western Canada KELOWNA, BC – June 24-25

2018 Eastern Canada SAINT JOHN, NB (CYSJ) – June 15-16

2019 Western Canada Exact location to be determined – open to proposals

For more information on how you can host the COPA Con-vention/AGM, please contact COPA at 613-236-4901 ext. 110 [email protected] can also download the Guide to Guide to Organizing

COPA’s Convention/Annual General Meeting from the COPAwebsite www.copanational.org

COPA’s Convention / Annual General

Meeting (AGM)

Director unexpectedly landsat Flight 45’s Christmas party

COPA director Cheryl Marek with COPA 45’s Co-Captain Dan Stringer

COPA Award of Merit presentedto longtime Saskatchewan aviator

On November 1, about40 people attended a get-together at the Estevan,Saskatchewan Airport tohonor Maurice Monteyne.Estevan Flying Club/COPA Flight 3 PresidentNeal Linthicum called onEarl Kickley (right),COPA Director for Sask -atch ewan, to present theCOPA Award of Merit toMaurice Monteyne (left).Maurice, who is 88 yearsof age, is still flying his182. He joined COPA atits inception and has beena member ever since.He was also a founding

member of the FlyingFarmers of Saskatchewanwhich was started in Este-van in 1955. Mauricelearned to fly in 1948when the cost was $300 toget your licence. Thankyou, Maurice, for a life-time of supporting avia-tion.

COPAFLIGHT 45Goderich, Ont.

Celebrating 25 yearsCOPA Director for Southern Ontario Phil Englishman (right) made a specialpresentation on Tuesday, December 8 at the COPA Flight 26 Christmasparty. The Flight Captain, Gord Millar, has been a COPA member for 25years and Phil presented him with a 25-year pin for his loyalty to the or-ganization. Thank you Gord! Photo courtesy Richard Carothers

COPAFLIGHT 26

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By Gord Mahaffy COPA Flight 70 is associated

with many aviation organiza-tions. It is located on the Oshawaairport and holds its monthlymeetings in the 420 Wing.Most of our members are pi-

lots whose passions are airplanes.They build them, fly them andlove them.But it is hard to ignore the pol-

itics that surrounds the aviationcommunity. These are the condi-tions under which we general avi-ation pilots operate. In thevicinity of COPA Flight 70 thereare several airports under threat,including Buttonville (all butgone), the proposed Pickeringairport and Greenbank airport.When these airports close or failto open, it will contribute to thedeclining number of general avi-ation airports that we rely on.But as 2016 begins, there is

some room for optimism. Thiswas driven home to COPA 70members at the New Year’s Levywhich was held on New Year’sDay at the 420 Wing on the Os-hawa airport. Attending this event were

politicians from every level ofgovernment (not thefirst time all theser ep r e s en t a t i v e shave been here).The mayor of

Oshawa, JohnHenry, took the op-portunity to read thearticle in the Octo-ber edition of COPA Flightwhichdescribed the training and gradu-ation of the air cadets during thesummer of 2015. When he was invited to ad-

dress the people attending, hementioned the article and praisedall the organizations includingCOPA who make contributions tothe growth of Oshawa.Next up was Jennifer French

(MPP, OshawaRiding). Jenniferhad participated inthe Memorial Dayservice and wasfeatured in theCOPA article de-scribing this event.Jennifer has consis-

tently showed a sincere interest inthe aviation community and reg-ularly shows up at special eventson the airport.MP Colin Carrie brought

greetings from Ottawa and reas-sured everyone that Ottawa wasaware of the importance of gen-eral aviation. Seated among the general

public were municipal council-lors Bob Chapman, Nancy Dia-mond and John Neal. With all these political repre-

sentatives from all levels ofgovernment willing to acknowl-edge the importance of generalaviation and to listen to peopleactive at the grassroots level,there is definitely a glimmer oflight at the end of the tunnel.Let’s hope the glimmer growsinto a blinding light that leadsgeneral aviation into a bright fu-ture.

Flight hails 2016 - year of hope?

COPAFLIGHT 70Oshawa, Ont.

MPP Jennifer French (NDP Oshawa Riding) reads the January 2016 edi-tion of the COPA Flight newspaper.

Sitting at this table and mingling with the aviation community are Oshawa Councillors: Nancy Diamond, DougSanders, John Neal and Bob Chapman.

MP Colin Carrie (PC Oshawa Rid-ing) reassures the aviation commu-nity that Ottawa cares about the GAcommunity.

Mayor John Henry (right) and Councillor Bob Chapman (left) were willingto listen to the concerns of COPA members.

Applications for Neil Armstrong Scholarships are now beingaccepted.First place scholarship is valued at $7,000. Second place

$3,000 and third place $2,000.Application forms are available at the COPA office or online

under “Funds/Scholarships” then “Neil Armstrong Scholar-ships” at www.copanational.org .Applications must be sent to COPA’s office in Ottawa, Ont.

by March 1, 2016.The purpose of the scholarship fund is to honour one of

Canada’s foremost aviation members, and to provide flighttraining to worthy young persons who exemplify the fine char-acter, optimism and love of adventure which were the charac-teristics of Neil J. Armstrong Qualified applicants shall be Canadian citizens or landed im-

migrants not less than 15 years of age on the date of applicationand not older than 21 years of age.Applicants will be assessed on the following:• A demonstrated interest in aviation as a career or a strong

interest in general aviation in Canada.• A proven self-starter, willing to earn their way.• Reasonable academic skills as demonstrated by scholastic

record.• Participation and demonstrated contributions to their com-

munity.• Financial need.The Selection Committee consists of two representatives of

the Armstrong family, the chair of the COPA board and twoCOPA directors. Scholarship winners will be notified by May 1. They may

select the flight training facility subject to approval of the COPAboard.The flight training facility shall be a licensed flying school

or educational institute with facilities satisfactory to the COPAboard. The scholarship fund was established in 1995 following the

death of Neil Armstrong, a long-time COPA member, formerdirector, president and contributing writer.Contributions to the fund are solicited from the Canadian

aviation community. Donations can be made to the COPA FlightSafety Foundation Neil Armstrong Fund. A charitable tax re-ceipt will be issued.The fund is administered by the Executive Committee of the

Board of Directors of Canadian Owners and Pilots Association.

Les nominations pour les bourses d’études Neil Armstrongsont maintenant sollicitées.La première bourse d’études est évaluée à 7,000$. La sec-

onde est de 3,000$ et la troisième est de 2,000$.Les formules de nominations sont disponibles au bureau de

la COPA ou en ligne sous la chronique «Funds/Scholarships»,ensuite «Neil Armstrong Scholarships» au site internet www.co-panational.org.Les nominations doivent parvenir au bureau de la COPA à

Ottawa, ON, au plus tard le 1 mars 2016.Le but de ce fonds de bourses d’études est d’honorer un des

plus importants membres de l’aviation canadienne et de fournirde l’entraînement en vol à de jeunes personnes méritantes quiexemplifient la grande personnalité, l’optimisme et l’espritd’aventure qui ont caractérisé Neil J. Armstrong.Les nominations acceptées seront celle de citoyens canadiens

ou d’immigrants reçus de pas moins de 15 ans d’âge au momentde la nomination et pas plus de 21 ans.Les nominations seront sélectionnées selon les critères suiv-

ants :• Un intérêt démontré envers une carrière en aviation ou un

grand intérêt envers l’aviation générale au Canada.• Une personne indépendante, prête à faire les efforts néces-

saires.• Une capacité académique raisonnable telle que démontrée

par son dossier académique.• Participation et contributions démontrées dans leur com-

munauté.• Besoin financier.Le Comité de sélection consiste en deux représentants de la

famille Armstrong, le Président du Conseil d’administration dela COPA et deux directeurs de la COPA.Les gagnants des bourses seront avisés au plus tard le 1 mai.

Ils peuvent choisir leur facilité d’entraînement en vol sujet àl’approbation du Conseil de direction de la COPA.La facilité d’entraînement en vol devra être une école de vol

licenciée ou une institution éducationnelle possédant des facil-ités satisfaisantes aux yeux du Conseil de direction de la COPA.Le fonds de bourses d’études a été établi en 1995 suite au

décès de Neil Armstrong, un membre de longue date de laCOPA, un ancien directeur, président et écrivain collaborateur.Des contributions au fonds sont sollicitées auprès de la com-

munauté aérienne canadienne. Des dons peuvent être faits auFonds Neil Armstrong de la Fondation de la Sécurité de vol dela COPA. Un reçu d’impôt pour dons de charité sera émis.Le fonds est administré par le Comité exécutif du Conseil de

direction de l’Association canadienne des pilotes et proprié-taires d’aéronefs.

Nominations pour la boursed’études Neil Armstrong

Call for Neil Armstrongscholarship applications


So, you want to be a COPA DirectorBy Cheryl Marek,

director Southern Ontario& Jerry Roehr, director Manitoba and Nunavut Half of the COPA Board of

Directors are elected every twoyears – in April 2016 ballots willbe counted to elect nine COPADirectors for their four-year term.The call for nominations an-

nouncement and nominationform can be found in the Decem-ber and January editions of COPAFlight and on our website: copa-national.org .We sincerely hope that many

of our members will seriouslyconsider making a valuable con-tribution to Personal Aviation bybecoming a COPA Director.While flying skills and aircraftknowledge may be desired andare important, many more skillsare needed to govern a successfulnot-for-profit organization.The role of a COPA Director is

multi-faceted. In the process ofexecuting their responsibilities,each director wears at least threehats, not including personal avia-tion-related activities and inter-ests.First and foremost directors

are responsible for the gover-nance of the association. Theymanage or supervise the manage-ment of the activities and affairsof the corporation subject to theNot-for-Profit Act and the organi-zation’s Articles. They engage in this activity at

Board of Director meetings ofwhich there are three per year,usually one or one-and-a-halfdays in length and at StandingCommittee meetings. The latterare conducted a few times peryear either virtually or in person.Occasionally there may be Boardmeetings held by teleconferenceto deal with specific issues. There are also temporary re-

quirements for Ad hoc commit-tees or task forces to do somespecific work for the Board (re-cently: responses to regulations;requirement to consult; UAVs;

IPC). During their term directorsvolunteer to serve on at least oneStanding or Ad hoc Committeebased on their skill, availabilityand interest.At Board meetings policy is

set, budgets are approved, majorissues are discussed and strate-gies developed to deal with them,our ongoing legal challenges arereviewed, member services arediscussed, etc. The Board pro-vides guidance and instructs theCOPA management as to the pri-orities for a given period of time.While the governing process

only takes place at meetings, theBoard of Directors provides theprimary link between the associ-ation and its members. Each Di-rector brings to the table a uniqueaviation background, uniqueother important qualifications anda link to COPA members in his orher region.Through the democratic

process of discussing and votingon motions and resolutions, direc-tors call upon this collective ex-perience to reach a consensus onaction which is best for our mem-bers. To be effective, a directormust be engaged and have knowl-edge of Personal Aviation in gen-eral and be involved with COPAmembers at the local level. This brings us to the second

hat COPA Directors wear. Direc-tors are elected on a regionalbasis, so members consider direc-tors to be their COPA representa-tives. This implies more thanparticipating in Board meetings.Directors engage in their own

particular style of aviation withother members in local COPAFlights or flying clubs. Theymight attend fly-ins, safety semi-nars, flying club social activitiesand, in the process of doing so,informally connect with themembership one-on-one or ingroups. They may be invited to speak

at a COPA Flight or flying clubmeeting, which is an opportunityto brief members on some of the

burning issues COPA is dealingwith and to gather input frommembers on these issues. SomeFlights facilitate distance partici-pation using technology.Directors may also be asked

by local members or COPAFlights in person, by phone orthrough emails, for informationand advice on their aviation con-cerns or for background to na-tional issues which have localimplications. Sometimes directors are sym-

pathetic listeners to members’aviation problems. Some mem-bers share suggestions for im-provement to services andoperations of COPA. This type ofinteraction is good in that it givesdirectors the input they need toform a picture of the needs, con-cerns and vision of members andof field issues. This responsibilitycan require significant time andavailability.The third hat worn by COPA

Directors is that of advocate.Many directors get involved withadvocacy issues in their con-stituencies, often by supportingthe efforts of a COPA Flight. Thiscan range from keeping airstripsopen to limiting local airspace re-strictions. It is to be kept in mind, how-

ever that these activities have to

be carefully coordinated with theCOPA National office. This isparticularly important becauseCOPA has to speak with a unifiedvoice on any issue which will af-fect Canadian Aviation in general.Advocacy can involve attend-

ing alone – with COPA staff orwith local COPA members –meetings with government, air-port decision makers or commu-nity members. It may alsoinvolve writing to government orregulatory officials, doing re-search and making presentations.In this capacity directors extendthe reach of COPA National byproviding a local connection toimportant issues in keeping withCOPA’s Mission, Vision and Ob-jectives.Sound like a lot of work? It

can be, but as in any volunteer sit-uation some individuals have thetime and are willing to share itwhile others have other commit-ments and simply can’t give asmuch of their time. A Director commits time to

prepare for and attend all Boardmeetings and conference calls; tocommunicate with members in avariety of settings and through avariety of means; and to facilitat-ing meetings between localCOPA members and local policymakers. This amounts to 20 days per

year at a minimum. Some direc-tors give more than 100 days peryear to COPA. Something in be-tween is what is needed frommost directors.So what are the rewards?

There are no monetary rewards,unless one counts re-imburse-ment of expenses and a free tripto the convention. But aside fromthat the rewards are great. One isbeing part of an exclusive team ofpeople dedicated to preservingPersonal Aviation for 17,000members, and for more than anequal number of non-memberswho also benefit.Directors build some great

friendships that last a lifetime.

Meeting so many pilots across thecountry, helping individual mem-bers and Flights address con-cerns, enabling Flights toestablish and grow programs likeCOPA For Kids, Merit and Ap-preciation Awards, Neil Arm-strong Scholarship Foundationand being told how much the ef-forts of COPA staff and volun-teers are appreciated is extremelysatisfying.But perhaps the most reward-

ing is the opportunity to learn somuch about the activity that all ofus love so much. It is a privilegeto learn from those that have gonebefore us and to pave the way forthose who will benefit in times tocome. There really is an incredi-ble wealth of experience and ex-pertise among the COPA Boardof Directors and the COPA Staff. So as you consider your can-

didacy as a COPA Director, theskills and commitment neededmust be assessed. If you feel youare unable to serve, seek out otherqualified candidates and supporttheir nomination bid. As a member of the dedicated

team of volunteer directors, knowthat COPA members, even whencritical, are ultimately supportiveof your work to govern and growthe organization so it remainsstrong, credible and effective atoptimizing access to PersonalAviation well in the future.

•Cheryl Marek, Chair and

Jerry Roehr, Past-Chair of theNomination Committee

Cheryl Marek

Jerry Roehr

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The COPA Store:The COPA Store:First-class Gear for All OccasionsFirst-class Gear for All Occasions

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We’ve added these new items to our current collection.

Limited Time Offer! You can even buy a COPA Hoodie for $25.00 with your fi rst purchase!

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NOWAVAILABLE! Portable digital luggage scale

For winter, keep your head warm with our new

fl eece-lined toque.

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Whether on wheels or floats, water can be an issueHaving been asked numerous

times by you the COPA readerhow is it I became an underwaterEgress expert and thus electingnot to carry on as a career pilot, Ifelt this would be a good time toexplain and fill you in on a littlebackground.At the same time you may be

able to pick up on a few safetytips once you have read this storywhich I can attest too is factual asit did happen to me personally.It was Aug. 27, 1977 and I was

learning to fly on a Fleet 80Canuck at a local airport in theVancouver, BC area. A friend ofour family owned a Cessna 150Aerobat and I was always lookingfor a reason to go, especially whenit was free, thus I was a regular.We washed the aircraft that af-

ternoon then proceeded to go fly-ing using the excuse of drying offthe wings followed by having alittle fun over at the practice areato the east.After a short tour and a full

session of loops/rolls and variousother aerobatic manoeuvres weproceeded towards home low-level westbound over the FraserRiver into the bright settingevening sun.A few miles short of the Pitt

Meadows airport where we haddeparted from earlier, we man-aged to find a full set of powerlines, four high and four deep –16 in all, ranging from about 30to 120 feet, draped directly acrossour path.

Lesson one – Do not fly lowneedlessly, especially into a set-ting sun.Due to the bright, intense sun-

light and lack of marker balls, wewere literally seconds from thespider-like web when our captainnoticed the impending danger.At the last moment our aircraft

pulled up to clear the top wire butit was obviously not possible,thus the controls went full ahead

in hopes of avoiding the situationwe had found ourselves in.The aircraft was now pointing

straight down at full throttle onlya few feet away from the fourvertical black heavy lines whichwere flashing by the windscreenalmost near enough to reach outand touch.As the bottom wire passed

overhead an attempt was made topull back hard and round out thedescent in hopes of now avoidingimpact with the silty brown waterwhich lay directly below.Unfortunately, it was high tide

and we were unsuccessful, hitting

the water at well over 100 milesper hour then coming to a stop in-verted in the length of the aircraft.The impact itself was inde-

scribable, something like a vio-lent sudden stop with a firehose-style water pressure blastedinto your eyes as the front win-dow had ejected.

Lesson 2 –Always wear goodquality seat belts complete withtwo strap shoulder harnesses.Once the craft had stopped I

first recall the silence then a coldwet feeling creeping up my fore-head, which I only then realizedwe were in the river sinking up-side down.I looked over at my blood

soaked buddy and saw him hang-ing limp in his harnesses andknew there was no time to waste.After releasing my belts I at-

tempting to bail out the right sideonly to discover my leg was at-tached to the dash by the coilycord of the hand mike wrappednumerous times around my ankle.I ended up having to return in-

side and pull the plug in fromunder the dash, then swim aroundthe sinking craft to the pilot’sdoor which luckily had beenblown open by the water pres-sure.Reaching in, I found the quick

release of his five-point military-style harness and my unconsciousflying buddy literarily floated outinto my arms with the river cur-rent.

Now holding his head abovewater while standing on the un-derside of the wing I assessed thesituation for a moment, thenwatched as the aircraft belly fol-lowed by the wheels sink out ofsight.Left with no option but to

swim, I did the back stroke head-ing to shore with the unconsciouspilot, now patient, in a headlockuntil he came to and started ask-ing what had happened.For the next few minutes we

made our way to the sand beachwhere we were aided by a pair offishermen who had watched theentire performance and had al-ready called for an ambulance.I personally had only received

severe bruising and a whole newrespect for aviating at low alti-tudes.The captain on the other hand

had suffered a broken ankle, plushead injuries due to the rudderpedal kicking out on impact andthe compass breaking free as itwas only held down by four sheetmetal screws.

Lesson 3 – Never put thingsloose up on the dash as in thissituation a compass had causednumerous stitches once thewater pressure had been appliedat incredibly high speed in ourdirection.

Lesson 4 – If possible, getyour feet off the rudder pedalsjust prior to ditching when flyinga nosewheel aircraft. Reason

being when the fully extendedoleo/wheel makes contact withthe water it fires the rudder pedalout like a cannon ball directlyunder your feet.Anyway, we both lived to fly

another day and I went on withmy career, packing a whole newrespect for aviation safety con-tinuing onto this day, more than38 years later and 12,000 hoursthe wiser.In 1998 while flying for a

cargo company utilizing single-engine Cessna Caravans whichwere often flown over open water,I attempted to but was unsuccess-ful in finding any fixed-wingditch training companies locally.Shortly after, I began design-

ing and then building equipmentsuitable for pool facilities andwe have since trained manythousands of pilots and passen-gers how to safely egress an in-verted aircraft simulator at anaffordable cost.Aviation Egress Systems has

been in full-time operation acrossCanada since I left my flying po-sition as a cargo pilot in 2001. Todate, we now have trained over5,000 pilots and their passengersin 57 separate Canadian locationsencompassing six provinces andtwo territories. As of today, 14 ofour past egress students havebeen involved in an actual aircraftsubmersion and survived, givingme the only reason I need to carryon this program.When not in a pool or travel-

ling I often can be found flyingour little Luscombe 8E privatelybut also offering advanced train-ing, mostly on floats for checkrides or pilot upgrades on morecomplex equipment. As a guy who has witnessed

thousands of egress students inaction, I highly suggest all pilotsand their passengers consider thisopportunity to experience ouregress training program in awarm pool when the first time outis not life threatening.To end, if a pilot is unable to

save him/herself in an emergency,who is assisting the unfamiliarpassenger?

•For questions or to enrol in the

AES program contact Bry TheDunker Guy; Tel. 1-250-704-6401;Email: [email protected] orvisit www.dunkyou.com

Recovering the Cessna 150 Aerobat.

Do not fly low needlessly, especially into a setting sun.

by Bryan Webster

Bry, theDunkerGuy

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Plus applicable taxes Plus applicable taxes

NOprice in

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crease for

2016


Here are some examples of how the Freedom to FlyFund has been applied to date (The complete text ofseveral legal rulings in our favour can be found in theCOPA Guide to Private Aerodromes on the member’sonly section of our web site):

- Funded Venchiarutti V. Longhurst and Longhurst (1992),a landmark ruling in which the Court of Appeal for Ontarioconfirmed the right of individuals to own and operate a pri-vate airstrip. The key decision in that case was “TheAeronautics Act makes no distinction between “airports”and “private airports,” both of which constitute matters ofexclusive federal concern.”

- Funded legal representation before the Federal Court ofCanada to successfully establish that Transport Canada’sLetters of Counselling can be appealed to the Civil AviationTribunal (now the Transportation Appeal Tribunal of Canada).

- Revenue Canada was convinced to eliminate 10 per centExcise Tax on private aircraft.

- Participated in the resolution of a situation where a farmer’ssilo was being erected on the approach path to the ChathamOntario airport, effectively shutting down a runway.

- Thwarted an attempt by Ontario Hydro to force an aero-drome owner to bury wires on his property despite the factTransport Canada had determined the airstrip was safeand the risk was adequately addressed by a cautionarynote in the CFS.

- Successfully defended pilots who were taken to court forlanding at Banff and Jasper airstrips.

- Participated extensively over several years in the effort toconvince the government to retain the Banff and Jasperairstrips.

- Successfully defended the rights of seaplane pilots tomaintain their access to lakes in the Temagami Park areaof Northern Ontario, then Kawartha Highlands and con-tributed to a study in support of retaining seaplane accessto B.C. parks.

- Convinced a municipality in Nova Scotia that building per-mits are not needed to construct hangars on a newly estab-lished aerodrome near Lunenburg. The municipalitybacked down when their Legal Counsel reviewed the pastcases that are highlighted in COPA’s Guide to PrivateAerodromes and COPA’s Legal Counsel provided guidancefor the COPA member involved so that he and his lawyercould steer the matter away from a costly legal challenge.

- And much, much more...

Anyone can apply for financial assistance, but expen-ditures are carefully controlled by the COPA Directorswho decide what projects are deserving of financialsupport.

Details concerning the application process can befound at www.copanational.org/specialaction.cfm

Given the considerable challenges we continue to face against our freedom to fly, we urge every-one to consider donating whatever amount you can afford to the Freedom to Fly Fund. We haveall benefited significantly from those who donated before us. Now it is time to ensure that wecontinue to be able to protect your freedom as well as the freedom of those who will follow us.

Membership number ______________________________________

Name __________________________________________________________________________

Address ___________________________________________________________________________

__________________________________________________________________________________

Individual/Group Donation: $25 $50 $100 or specify amount ______

Automatic Monthly Donation _______ (via credit card only)

Corporate Sponsorship Donation: Platinum Gold Silver Bronze

Specify amount $_______

Two Ways to Donate

1. Cheque MasterCard Visa

Credit Card # _______________________________/ Expiry date ___________________________

Name on Card ____________________________ Signature _______________________________

2. Visit our website www.copanational.orgNOTE: Since the FtFF is not a charity, donations are not eligible for tax receipts. You will,however, receive a receipt for your donation for your records.

Mail to: Canadian Owners and Pilots Association71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2

Freedom to Fly Fund Donation Form

�

Donate to the Freedom to Fly Fund today

On December 3, Hope Air, the unique nationalcharity that arranges free flights for Canadians whoare in financial need and must travel to healthcare,celebrated its 100,000th flight.Hope Air was established in 1986, and for the

past 29 years has helped thousands of Canadians getto their crucial medical appointments. Hope Air’s 100,000th flight was provided to 56-

year-old Richard Giroux of Hanmer, Ontario.Richard suffers from liver disease and is on thewaiting list for a liver transplant. He must travelfrom Sudbury to Toronto every few months to seehis doctors, but because of his condition he cannotsit for long periods of time – pain and fluid build-up make travel by car intolerable for Richard. Through the charity service provided by Hope

Air and its gift of flight, Richard is able to reducehis travel time from an onerous and very uncom-fortable five hours to only 45 minutes. This ensuresRichard arrives for his hospital appointments in amore rested state and his treatment outcome islikely then much better. Hope Air arranges flights for clients to fly with

an escort – often a family member – when it isdeemed medically necessary by the client’s doctors,meaning that Richard’s wife Joanne is able to ac-company him to Toronto to help him manage thetravel. “It’s truly been a blessing. We are both on fixed

incomes, so flying was never an option for us dueto the costs. But now with free flights from HopeAir, so much pain, stress and hassle has been lifted,”says Joanne Giroux. Hope Air Executive Director Doug Keller-Hob-

son says that families like the Giroux’s are whyHope Air exists. “Our Clients live long distancesfrom the vital healthcare they need. When you’reill, worrying about how you will manage a painful,hours-long bus ride to get specialized care is a bur-den that we believe Canadians shouldn’t have to

bear. But for many low-income Canadians, this is areality they face – the financial cost of being sickand getting to treatment is huge for many familiesand adds to an already stressful situation,” Keller-Hobson said.Hope Air’s client surveys show that many clients

would cancel or reschedule their appointments,postponing vital medical treatment that can have asignificant impact on their health. Hope Air’s airline partner Porter Airlines flies

the Giroux’s between Sudbury and Toronto’s BillyBishop airport, close to Toronto General Hospitalwhere Richard sees his doctors. “Porter flights make it that much easier,” said

Giroux. “We get off our plane in Toronto and it’s ashort ride to the hospital. We couldn’t ask for morethan a quick 45 minute flight and a fast taxi ride toRichard’s appointments. We are so thankful forHope Air!” Porter Airlines President and CEO Robert

Deluce is proud to help Canadians like Richard getto their medical appointments. “Stories likeRichard’s are why Porter has contributed to nearly2,000 Hope Air flights in the last two years alone.We know that a flight can make a huge differenceto a family in need,” he said. Keller-Hobson is grateful for Porter Airlines’

support. “Hope Air is fortunate to have so manywonderful partners who truly believe in our mis-sion. Porter’s dedication to helping Canadians getto healthcare is admirable and we are so thankfulfor their continued support,” Keller-Hobson said. Hope Air helps individuals from across Canada,

of all ages and with any illness travel to the carethey need. Keller-Hobson is proud of the work thecharity has done. “Arranging 100,000 flights is anenormous accomplishment. We have a lot to beproud of, but there is still a lot of work to be doneto make healthcare accessible to all Canadians andHope Air will continue to do its part.”

100,000 flights for Canadiansin need marked by Hope Air

TRAVEL DISCOUNTSA Canadian Owners and Pilots Association Membership Card can be used for discounts

on car rentals, hotel and resort accommodations.

Join COPA now and savecopanational.org or 613-236-4901


Red Bull Air Race hits new locations in 2016The Red Bull Air Race World

Championship will mark its ninthseason in 2016 with two excitingnew stops where fans are passion-ate about motorsports: the famedLausitzring in Germany and theU.S. city of Indianapolis, Indiana,home to the Indianapolis 500that’s renowned as part of the“Triple Crown” of auto racing. In a season that spans seven

countries over eight races, themotorsport series will also capti-vate spectators at stops that havealready become favorites in thecalendar. It all kicks off on March11/12, with the traditional seasonopener over the Arabian Gulf inAbu Dhabi, United Arab Emi-rates for the ninth straight time. Next up, the action is back at

the Red Bull Ring in Spielberg,Austria – one of the highlightvenues in the Formula One calen-dar on 23/24 April. The high-speed, low-altitude

race will then return to Japan, fol-lowing the overwhelming successof the debut race in 2015 that soldout across the weekend. The Championship then

moves to Budapest, Hungary onJuly 16/17 where the racetrack’s25-meter-high pylons are set upin the heart of the city, contrastingwith the stunning backdrop of theParliament Building, a locationwhich has hosted seven races. On August 13/14, the setting

is Ascot in England, therenowned horse-racing track thathas proven to be one of the all-time favorite stops in the historyof the sport, before the seriesmakes that breathlessly antici-pated return to the Lausitzringon September 3/4, where fanswill be able to savor a race inGermany for the first time since2010 and cheer local Master

Class pilot Matthias Dolderer. Once again the final two races

of the season will be in NorthAmerica; first, on October 1/2,with the Red Bull Air Race pre-miere at Indianapolis MotorSpeedway in Indianapolis, a sport-loving city in the country’s heart-land where motorsport is king. The Speedway will also be

celebrating 100 years of aviation

events, as the first race held atIMS was also the first nationalballoon race, in 1909, the sameyear the world’s first air race tookplace in Reims, France. The season finale happens on

October 15/16 in Las Vegas, Ne-vada, where the new WorldChampion will be crowned at theLas Vegas Motor Speedway. “We look forward to bringing

the race closer to even more fansin 2016, and it will be a privilegeto share our sport at two more lo-cations that are rich with motor-sport history,” said Erich Wolf,General Manager of Red Bull AirRace GmbH. “The pilots andteams are already hard at work ontechnical innovations and strate-gic plans, and the races at alleight stops promise to be faster

and more competitive than ever.The year ahead should bethrilling for spectators and com-petitors alike.” Ticketing for the 2016 season

of the Red Bull Air Race WorldChampionship has startedthrough selected outlets. Formore information on tickets orthe latest information, visitwww.redbullairrace.com

The eight-race 2016 World Championship season will feature a long-awaited return to a famed German auto-racing track, as well as a historic

debut in the U.S. city that’s home to one of the most prestigious motorsportraces on the planet. Photo courtesy Eric Dumigan

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Newly enhanced, the COPA VIP Aviation Insurance Program provides coverage and service tailored for individual aviators, at competitive rates. The program is underwritten by the insurance specialists at AIG and Magnes, many of whom are pilots themselves.Choose your plan; AIG and Magnes will customize it to your needs.VIP Gold – full in-motion coverageVIP Silver – liability and not-in-motion coverageVIP Bronze – for aircraft renters and borrowersPersonal Accident InsuranceDrones – liability insurance for UAVs

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By FIC specialist, Rob ElfordWinter is here in southern On-

tario, and, as it is every year, sev-eral weeks of potential lake-effectsnow can be expected. This is thesnow that arrives quickly, accu-mulates rapidly and can oftenplague your favorite airport forhours (if not days) on end. It is adirect result of several influenc-ing factors associated with theGreat Lakes.I’ve seen my share of winter

weather as a Nav CanadaWeather Briefer at the LondonFIC for 22 years. There are manyfactors which deter-mine the extent andseverity of lake-ef-fect snow (LES).Today I will discussthe most influentialones, with the goal ofhelping your pilot-decision making.LES tends to formwhen the followingconditions are ideal:instability, fetch,wind shear, topogra-phy and snow/icecover.First, instability is

probably the mostimportant reason. Allsummer long, thelakes are boiled like a kettle ofwater by the sun. Since water isan excellent retainer of heat, thelakes continue to radiate heat dayand night long after the low win-ter sun has ceased to be a signifi-cant factor.

Cold arctic air that flows oversouthern Ontario (usually fromthe north) is heated from below asit passes over the warm lakes.

Convective lifting causes bandsof cumulus and towering cumulusclouds to form. When this clouddrifts inland on the downwindside, all of the accumulated pre-cipitation in the cloud will fallout, usually as snow.The second factor, fetch, is

closely related to the first. It is thedistance across a body of waterthat an air-mass has travelled.The longer that this cold air isheated from below, the more pos-sible it is that towering cumulusclouds will form. Analysing thelow-level winds at your favourite

airport, to determinehow much open wateris upstream, willgreatly aid in deter-mining the likelihoodand severity of LES.The third factor is

wind shear. Not to beconfused with thestress-inducing sud-den loss of airspeedon final approach,wind shear pertainingto LES describes howwell aligned thewinds are. For LES,good wind alignment(within 30 degrees)from the surface up toten thousand feet is

ideal for robust development. Fo-cused single-bands (calledstreamers) that last a considerableamount of time tend to be themost common. This is especially true when

the wind is in line with the longaxis of a lake, as this is the mostfavourable fetch. Winds that aremore poorly aligned (differingbetween 30 and 60 degrees), tendto create streamers that areweaker, and form as multiplebands. When the winds vary bygreater than 60 degrees, lightflurry activity is usually all thatoccurs.Fourth, topography matters

because as the air-mass produc-

ing the cloud flows inland, it willbe lifted by any rising terrain itencounters. This additional liftingwill enhance an already unstablesituation and make it worse. A combination of instability,

long fetch, and rising terrain iswhy Kitchener, Ontario tends tobe one of the more common loca-tions for significant snow events.

CYKF airport is on high ground,and, no matter which way the airis flowing, chances are there is alarge body of water, with a longfetch, upstream.The final factor, ice-cover, is

important simply because, aftera few months of slowly radiat-ing their heat energy away, thelakes will finally start to freezeover. This will not necessarilyend LES, but without availableheat, and open water to drawmoisture from, lake-effectclouds have a much more diffi-cult time forming.Lake-effect streamers are

good and bad (and sometimesugly). On a positive note: theydon’t tend to move very much.Once you have done a thoroughweather-check, and are confidentof their position, they are easy tosee and avoid. VFR over-the-topcan be a useful strategy if you,your aircraft, and the weatherconditions required by CARs602.116 are all in compliance.Sadly, the downside is also

that streamers don’t move verymuch. If a well-developed bandhas set up over your airport, wait-ing it out is usually not an option.Unlike weather associated with afront or trough, LES will last untilthe factors favourable for its for-mation change. Most of the factors I’ve de-

scribed won’t change (the lakesaren’t going anywhere), orchange slowly (such as the lakescooling and freezing over). Wait-ing for the wind direction to shiftto a less favourable fetch, or atleast go out of alignment, is yourbest hope.Be cautious of lake-effect

clouds. They can be hard to see atnight. Even during the day, if

your forward visibility isn’t good,the transition to IMC can berapid. Carburetor and aerody-namic surface icing can accumu-late in no time. Know your 180degree turn technique.Nav Canada – the company

that provides air navigation serv-ices for Canadian civil airspace -operates seven Flight InformationCentres across the country. Eachone is staffed 24 hours a day withoperators that are quite knowl-edgeable about local weather intheir respective areas of responsi-bility. The complexity of factorsinvolved in predicting LESmakes it a challenging weatherphenomenon for pilots in south-ern Ontario. My colleagues and I at the

London FIC have several hun-dred combined years of experi-ence with LES. Our patternrecognition abilities and access toa variety of forecast products putus in an ideal position to assistyou in making your flight a safeone. Don’t be afraid to call 1-866-WXBRIEF (1-866-992-7433).We’re always open and the serv-ice is free. Happy flying!

Winter flying andlake-effect snow

This photo taken on short final of runway 32 at the air-port at Guelph shows so well how a sunny day in winterin Ontario can turn into a nightmare 10 minutes later. Itwas a beautiful, sunny day to go flying 15 minutes ear-lier – then surprise! A snow squall was approaching the

north end of R32. At 1/2 mile on short final it was halfway down the field, by the time I taxied to the hangar, Ihad a half inch of snow on the airplane and you couldhardly see the north row hangars.

Photo courtesy Mike Milne

A quickcall, a clearplan

INTERNATIONAL FLYING FARMERS

COME FLY WITH USCanadian Flying Farmers ChaptersFor membership information contact your local chapter.

Region 11 Director(Alberta and Saskatchewan)Jack VandervalkBox 747, Claresholm, ABT0L 0T0Phone: 403-625-2292Fax: 403-625-2120

Region 5 Director(Manitoba, MN, ND, SD, WI)Jeff Thompson14000-75th St.Bristol, WI, USA 53104Phone: 262-857-7793Fax: [email protected]

Region 4 Director(Ontario, NR, VT)June PendletonRushville, NYPhone: [email protected]

AlbertaRon WrightP.O. Box 14, 3910-63rd Ave.Lacombe, AB, T4L 1V6Phone: [email protected]

ManitobaLil Gobert2433 St. Mary’s Rd.Winnipeg, MB, R2N 3Z1Phone: [email protected]

SaskatchewanGerald SwansonP.O. Box 743Whitewood, SK, S0G 5C0Phone: 306-735-2879

OntarioAdrian Verburg38 Villella Rd., RR#2Lowbanks, ON, N0A 1K0Phone: [email protected]

HEAD OFFICE:International Flying Farmers Inc.

P.O. Box 309, Mansfield, IL 61854-0309 USAHome page: www.flyingfarmers.org

CANADIAN OWNERS AND PILOTS ASSOCIATION

COPA Gold & Silver members listThe purpose of the COPA Gold & Silver members list is to recognize long-time COPA members. If you estimate that you were a COPA member prior to 1966 you are a Gold member. A member prior to 1991 would be considered a Silver member. Please send in the completed form below. Your name will be added to the Gold & Silver membership list in recognition of your contribution to making COPA the voice of General Aviation.

COPA’s Gold MembersMembers supporting General Aviation for 50 years or more

COPA’s Silver MembersMembers supporting

General Aviation for 25 years

or more

Gold & Silver

Application for COPA Gold & Silver membership list

Name: ____________________ COPA Membership No. ____________________

City: ______________________ Province:_______________________________

Year Joined: ______________ Signature:_______________________________

Please send to: COPA, 71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2;Fax: 613-236-8646; E-mail: [email protected]�

�

The following are recent general aviation incidents involv-ing light aircraft taken from daily reports from TransportCanada and the Transportation Safety Board. Please notethat for the most part, these records contain preliminary,unconfirmed data which can be subject to change.

A15O0089: A privately owned homebuilt CavalierSA102.5 was equipped with retractable landing gear. Aftertake-off from Goderich, Ontario the pilot selected landinggear up but did not receive a landing gear up indication.The pilot decided to return to the airport and upon select-ing gear down received a right landing gear not down andlocked indication. The pilot elected to land the aircraft onthe grass section of the runway and upon touch down theright gear strut dragged and the aircraft ground looped tothe right. The aircraft received substantial damage but thepilot and passenger were not injured. The pilot reportedthat the right main landing gear actuator had failed and allhydraulic fluid was lost.

A15A0037: A Piper PA44 was on a round robin crosscountry flight from Moncton - Halifax - St John - Moncton.On departure out of St John (CYSJ), the pilot noted an oilleak. The crew requested return to the field but were toldthey may have to hold for traffic. They declared an emer-gency and proceeded to the field for landing. The enginewas not shut down on the return. Maintenance found thatthe oil dipstick was not properly seated and some internalthreads on the dipstick assembly were damaged. Fourquarts of oil remained which was well within engine oper-ating limits. The oil tube and dipstick assembly were re-placed and the aircraft was returned to service.

A15C0086: A privately registered helicopter Enstrom280C was on a local flight approximately 8 nautical milessouth of Sidney, MB. The helicopter was landing on an un-prepared, deeply cultivated field. During the vertical land-ing, the left skid settled into the soft ground and thehelicopter entered into a dynamic rollover. There was sub-stantial damage to the helicopter. There were no injuriesto the pilot or passenger.

A15P0141: A Cessna C120 aircraft with a pilot and a pas-senger on board were low on short final to land at the Dun-can airport, B.C., when the aircraft struck trees. Theaircraft climbed, stalled and spun to the ground just left ofthe threshold of Runway 13. The occupants were ex-tracted from the aircraft with serious injuries. The aircraftwas substantially damaged but there was no fire. ELT washeard on 121.5 (no 406 signal).

A15C0094: A Cessna 208 operating on amphibious floatswas landing on Runway 31 at CYAV, St. Andrews, Man.The landing gear was not selected in the down positionduring the approach. The airspeed prior to touchdown washigher than normal and the landing gear warning soundedwhen the aircraft was approximately 75 feet above the run-way. The aircraft subsequently landed on the float hulls.The aircraft veered to the left and came to a stop approx-imately 2,500 feet from the threshold, remaining on therunway. There were no injuries. The landing gear extendednormally during the recovery of the aircraft from the run-way. The aircraft sustained damage to the float keel area.

A15O0097: An Aero Commander 112 was taking off froma grass field in Ontario. After lift-off, the pilot encountereddifficulty with the pitch controls. As he was trying to regaincontrol, the aircraft overflew the end of the runway, de-scended and crashed into a trailer park. The aircraft hithydro wires, and the empennage and right wing separatedafter it struck a hydro pole. The aircraft came to rest on agravel path within the park and nearly collided with anearby trailer. There was fuel spillage from the right wingimpact, but no fire. The two occupants exited the aircraftwith no injuries. Takeoff was attempted using a soft-fieldtechnique by applying up elevator during the take-off roll.Once airborne, excessive force was required to applydown elevator. TSB investigators examined the aircraft el-evator control system and found no faults or evidence ofcontrol jamming. The wind was reported to be calm at thetime of the occurrence.

A15P0147: A Beechcraft A36 had departed Oliver, BC forBoundary Bay, BC and was in the vicinity of Osoyoos, BCwhen the pilot made an emergency landing on Highway97. The aircraft struck a truck and a power pole and cameto rest on the edge of the road. A fire consumed most ofthe aircraft, but the pilot escaped with serious burns.

A15Q0096: The private amateur-built (float equipped)Brous-Air was doing a VFR recreational flight from theAshuapmushuan River, St-Félicien, QC, towards Tourne-mine Lake, QC, with two people on board. Before arrivingto destination, the pilot decided to land on a lake to joinanother aircraft which had just landed. During the low al-titude manoeuver to inspect the landing area, the enginestarted missing and soon after stopped. The pilot at-

tempted to glide to a lake, but hit trees bordering it andcrashed in about three feet of water. Nobody was injuredand the two occupants evacuated the partially-submergedaircraft. The aircraft sustained substantial damage. TheELT was triggered and the pilot broadcasted his conditionby satellite phone. The Joint Rescue Operations Coordi-nation Centre - Trenton deployed a helicopter (Griffon)which evacuated the two people to the Roberval Airport(CYRJ), QC.

A15C0095: A float-equipped amateur built Wag-AeroCUBY was departing from an unnamed lake 17 nm SE ofPickle Lake (CYPL), Ontario. During the initial climb theaircraft struck trees and came to rest upright with substan-tial damage. The pilot was not injured.

A15A0042: A Schweizer SGS 2-33A glider was unable toreach the field in Debert, N.S. and landed approximately300 metres short. The glider impacted trees at low speedand became lodged in a tree about 3 metres above theground. The two crew members were transported to hos-pital for examination but released shortly after, one with avery minor bump on their head. The glider was extractedfrom the trees by crane and requires minor repair to oneof the wing’s leading edge, the rest of the aircraft is beinginspected by maintenance.

A15Q0095: A private Starduster SA300, took off fromQuébec/Neuville (CNV9), QC, to perform a formation flighton type with two pilots on board. During a touch-and-golanding on runway 24 at the St-Lambert-de-Lauzon Airport(CST7), QC, the formation pilot lost control of the aircraftwhile landing. The aircraft veered off the runway towardsthe left side and went upside down at approximately 2600feet from the runway threshold. No aircraft abnormalitywhich could have contributed to the accident was found.The sky was clear and the wind was 320° M at 5 knots.The two occupants were uninjured in the accident. The air-craft sustained substantial damage.

•Le texte ci-dessous représente divers incidents d’aviationgénérale impliquant des avions légers. Les textes sontsélectionnés à partir de rapports de Transport Canada etdu Bureau de la sécurité aérienne. Veuillez noter que laplupart de ces filières contiennent de l’information prélim-inaire, non-confirmée et sujette à changement.

A15O0089: Un avion privé de construction amateur Cav-alier SA102.5 était équipé d’un train d’atterrissage ré-tractable. Après le décollage de Goderich, Ontario, lepilote a sélectionné le train d’atterrissage remonté mais iln’a pas reçu d’indication du train d’atterrissage remonté.Le pilote a décidé de retourner à l’aéroport et après avoirsélectionné le train descendu, il a reçu une indication dutrain d’atterrissage droit non descendu ni verrouillé. Le pi-lote a choisi d’atterrir l’avion sur la section de gazon de lapiste et lors du toucher, le bras du train droit a traîné etl’avion a fait un cheval de bois vers la droite. L’avion a reçudu dommage substantiel mais le pilote et le passager n’ontpas été blessés. Le pilote a rapporté que le vérin du traind’atterrissage principal droit avait failli et que tout le liquidehydraulique avait été perdu.

A15A0037: Un Piper PA44 effectuait un vol voyage aller-retour Moncton - Halifax - St-Jean - Moncton. Au départde St-Jean (CYSJ), le pilote a noté une fuite d’huile.L’équipage a demandé un retour au terrain mais on leur adit qu’ils allaient peut-être devoir attendre à cause dutrafic. Ils ont déclaré une urgence et ils ont procédé au ter-rain pour l’atterrissage. Le moteur n’a pas été fermé au re-tour. L’entretien a trouvé que la jauge à main de l’huilen’avait pas été mise en place correctement et que les filetsde l’assemblage de la jauge à main étaient endommagés.Quatre litres d’huile demeuraient, ce qui était bien à l’in-térieur des limites d’opération du moteur. L’assemblage dutube à huile et la jauge à main ont été remplacés et l’aviona été remis en service.

A15C0086: Un hélicoptère privé Enstrom 280C effectuaitun vol local à environ 8 miles nautiques au sud de Sidney,MB. L’hélicoptère atterrissait dans un champ non préparéet fortement cultivé. Durant l’atterrissage vertical, le patingauche s’est enfoncé dans le sol mou et l’hélicoptère estentré dans un renversement dynamique. Des dommagessubstantiels ont été infligés à l’hélicoptère. Il n’y a eu au-cune blessure au pilote ou au passager.

A15P0141: Un avion Cessna C120 avec un pilote et unpassager à bord était trop bas en courte finale pour atterrirà l’Aéroport de Duncan, C.-B., lorsque l’avion a frappé desarbres. L’avion a remonté, décroché et a effectué une spi-rale jusqu’au sol et juste à gauche du début de la piste 13.Les occupants ont été retirés de l’avion avec de sérieusesblessures. L’avion a été substantiellement endommagémais il n’y a pas eu de feu. L’ELT a été entendu sur 121.5MHz (pas de signal 406).

A15C0094: Un Cessna 208 opérant sur flotteurs amphi-bies atterrissait sur la piste 31 à St. Andrews (CYAV),MB. Le train d’atterrissage n’a pas été sélectionné dansla position abaissée durant l’approche. La vitesse en volavant le toucher était plus vite qu’à la normale et l’aver-tisseur du train d’atterrissage s’est fait entendre lorsquel’avion était à environ 75 pieds au-dessus de la piste.L’avion a par la suite atterri sur les flotteurs. L’avion a bi-furqué vers la gauche et s’est arrêté à approximative-ment 2 500 pieds du seuil de piste, en demeurant sur lapiste. Il n’y a pas eu de blessure. Le train d’atterrissagea été descendu normalement durant la récupération del’avion sur la piste. L’avion a subi du dommage à la ré-gion des quilles de flottaison.

A15O0097: Un Aero Commander 112 décollait d’une pistegazonnée en Ontario. Après le décollage, le pilote a eu dela difficulté avec les contrôles des élévateurs. Au momentoù il essayait de reprendre le contrôle, l’avion a dépasséle bout de la piste, a descendu et s’est écrasé dans unparc de roulottes. L’avion a frappé des fils électriques, etl’empennage de même que l’aile droite se sont séparéesaprès avoir frappé un poteau électrique. L’avion s’est ar-rêté sur un chemin en gravier à l’intérieur du parc et apassé près de frapper une roulotte. Du carburant s’est ré-pandu dû à l’impact de l’aile droite, mais il n’y a pas eu defeu. Les deux occupants ont sorti de l’avion sans aucuneblessure. La tentative de décollage s’est fait avec la tech-nique en terrain mou, en appliquant l’élévateur vers le hautdurant le rouler au décollage. Une fois en l’air, une forceexcessive a été requise pour appliquer l’élévateur vers lebas. Les inspecteurs du Bureau de la sécurité des trans-ports ont examiné le système de contrôle des élévateursde l’avion et ils n’ont trouvé aucun problème ou évidencede coinçage des commandes. Le vent a été rapportécomme calme au moment de l’accident.

A15P0147: Un Beechcraft A36 était parti d’Oliver, C.-B.,vers Boundary Bay, C.-B., et se trouvait aux alentoursd’Osoyoos, C.-B., lorsque le pilote a fait un atterrissaged’urgence sur la Route 97. L’avion a frappé un camion etun poteau d’électricité pour ensuite s’arrêter sur le bordde la route. Un feu a détruit la majorité de l’avion, mais lepilote s’en est échappé avec des brûlures sérieuses.

A15Q0096: Le Brous-Air de construction amateur (équipéde flotteurs) en exploitation privée, effectuait un volrécréatif selon les règles de vol à vue depuis la rivièreAshuapmushuan, St-Félicien, QC, à destination du LacTournemine, QC, avec 2 personnes à son bord. Avant d’ar-river à destination, le pilote a décidé de se poser sur unlac pour rejoindre un autre avion qui avait effectué unamerrissage. Lors de la manœuvre à basse altitude pourinspecter l’aire d’amerrissage, le moteur a fait des ratéset par la suite s’est arrêté. Le pilote a tenté d’atteindre unlac en vol plané, mais a percuté des arbres en bordure decelui-ci et s’est écrasé dans environ 3 pieds d’eau. Il n’y aeu aucun blessé et les deux occupants ont évacué l’ap-pareil partiellement submergé dans l’eau. L’appareil a subides dommages importants. La radiobalise de repéraged’urgence (ELT) s’est déclenchée et le pilote a signalé sacondition par téléphone satellite. Le Centre conjoint de co-ordination des opérations de sauvetage – Trenton a dé-ployé un hélicoptère (Griffon) qui a évacué les deuxpersonnes à l’Aéroport de Roberval, QC (CYRJ).

A15C0095: Un avion de construction amateur Wag-AeroCUBY équipé de flotteurs décollait d’un lac sans nom situéà 17 miles nautiques au sud-est de Pickle Lake (CYPL),Ontario. Durant la montée initiale, l’avion a frappé des ar-bres et il a fini par s’arrêter à l’endroit avec des dommagessubstantiels. Le pilote n’a pas été blessé.

A15A0042: Un planeur Schweizer SGS 2-33A a été inca-pable d’atteindre le terrain de Debert, N.-É., et il a atterrià environ 300 mètres à court. Le planeur a frappé des ar-bres à basse vitesse et il s’est retrouvé logé dans un arbreà environ trois mètres du sol. Les deux membresd’équipage ont été transportés à l’hôpital pour fins d’exa-men mais ils ont été libérés peu de temps après, l’un d’euxayant une très petite bosse sur la tête. Le planeur a étédécroché des arbres par une grue et il a besoin de répa-rations mineures au bord d’attaque d’une aile; le reste del’aéronef est présentement inspecté par l’entretien.

A15Q0095: Un Starduster SA300 privé, a décollé deQuébec/Neuville, QC (CNV9), pour effectuer un vol de for-mation sur type avec 2 pilotes à son bord. Lors d’un posé-décollé sur la piste 24 à l’Aéroport de St-Lambert-de-Lauzon, QC (CST7), le pilote en formation a perdu lamaîtrise de l’avion lors de l’atterrissage. L’avion est sortide piste vers la gauche et a capoté à quelque 2 600 piedsdu seuil de la piste. Aucune anomalie avec l’appareil ayantpu contribuer à l’accident n’a été constatée. Le ciel étaitclair et le vent soufflait du 320° M à 5 nœuds. Les deuxoccupants sont sortis indemnes de l’accident. L’appareila subi des dommages importants.


Aviation accident/incident summaries

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ELT 406 verifier email toolBy Patrick Gilligan,

COPA v-p of operationsThe title of my article is not

appropriate but I wanted to grabyour attention. The title shouldread Canadian Beacon RegistryVerifier or CBRV – the purposeof this tool is to verify the accu-racy and validity of the beaconyou registered: owner, beacontype, contacts information andaircraft details.The Canadian Beacon Reg-

istry created this tool to ensureELT 406 owners have registeredtheir ELT and the informationprovided is up-to-date. Best prac-tises for all 406 owners, is to ver-ify and update your informationannually and use the CBRV tovalidate. Registering an ELT with the

CBR is required by the CanadianAviation Regulations part605.38(4).I did a test of this new CBRV

tool and here are the steps I fol-lowed:- Downloaded the current

manual for my AK-451 406 ELT.- Looked up and read the

“Self-Test” procedures, unfortu-nately I read instead the “Func-tional Test.”- Went online to verify the cur-

rency of my CBR information onhttps://www.cbr-rcb.ca/- Positioned the aircraft out-

side of my metal hangar.- Turned ON my portable

VHF radio and tuned in 121.5 tolisten for the high pitch warblingsound.- Waited for the top of the hour

to proceed with this test.- I turned ON my ELT and lis-

ten for three warbling cycles (notto exceed five seconds), then shutoff, unfortunately this was thewrong procedure.My first test was unsuccessful,

obviously no email. I went backto the ELT Owner’s manual anddiscovered I misunderstood theself-test procedures. My mistake,I used the periodic “FunctionalTest” instead of the “Self-Test”.Note this part only applies to

the AK-451 ELT. The self-testcannot be triggered using theELT Panel Remote, you must ac-cess the ELT Front Panel and thetest is done by positioning theELT switch to OFF then reposi-tioning to ARM while observingcarefully the ELT green light. Ifit flashes from one to nine timesor flashes continuously this indi-cates one of 10 faults and that thisELT failed. If the green light remains

steadily on for 25 seconds thengoes off this indicates self-test

passed. This is part of my annualaircraft maintenance checks butthe ELT does not produce a highpitch warble sound, it remainssilent. Although silent during these

25 seconds, my 406 ELT is com-municating and sending a TestBurst to COPAS-SARSAT satel-lites. Test Bursts are ignored byCOPAS-SARSAT, no rescue willbe triggered, but they are re-ported, captured by the CBRVand an email is sent to the regis-tered owner confirming reception.My second test worked like a

charm, within 20-30 seconds

after the self-test went through itscycle I received a confirmationemail from the CBRV. I did athird self-test and once again re-ceived a confirmation emailwithin the same time period,however, this short period is be-cause my email is set up to pushemails immediately to me, thismay not be the case for every-body’s email set up or email serv-ice provider. Obviously it is good to be in-

formed that my 406 functionsvery well. Obviously in a crashthere is a possibility of ELT fail-ure but for the type of flying andarea I fly through, I voluntarilyopted to purchase this extra res-cue insurance.The CBRV is a good tool, not

a toy, it does not recertify yourELT but really reassures both, ourSAR professionals that often

brave bad weather conditions tosave lives and the ELT ownersthat this technology does work –at what percentage is irrelevant,every little bit of insurancecounts in my perspective.

Final note: The email I re-ceived from CBR had a mentionthat my registry information wasnot up to date, although I updatedthree days prior. I was surprisedand rechecked my online regis-tration – I had updated only oneof the four pages. When updatingyou must open, edit then “Save”each and every page/tabs individ-ually.

Checklist(This should be added to your

aircraft annual maintenancechecklist).

Self-Test and CBRVconfirmation• Update your ELT registra-

tion at www.cbr-rcb.ca (Ensureyou click “SAVE” at the bottomof each page/tab).• Find the owner’s manual that

came with your ELT.• Position your aircraft outside

(metal hangars may prevent sig-nal transmission).• Follow the Self-Test or User-

Test according to the manufactur-ers’ instructions. • Assuming you provided a

current email address. Checkyour emails (also your spam orjunk folders) for a reply fromCBR.

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Tisdale tradition wrapping up with 2015 dinnerFull house at the local RCAF Wing.

At left:FlyKingstonCFI TonyTeifenbachwith GlennBrown andBrendaLaughlin(Tonysoloed,attainedPPL andbought aplane thisyear).

Southern Ontario Director Cheryl Marek meets and dines with Felicity Mc -Kendry; Canada’s 7th female instructor, competitor in Webster MemorialTrophy Competition (1952), All Woman Trans-Continental Air Races (1955,1956), flight examiner to Canadian astronauts Marc Garneau and SteveMacLean, honoured by The Ninety-Nines with an S. Wiltshire-designedpostage stamp (2013) and author of I Grew Too Tall (2014).

Dave and Lois, thanks guys for all your work!

Marc-Andre Valiquette made senseof it all. No small feat in itself.

Bonanza - 33, 35, 36

By Avery Wagg

AAs many in the Kingston,Ontario area know, theannual aviation Christ-

mas dinner that Dave and LoisTisdale put on is one of the avia-tion highlight events of the year. The idea is that you get to eat

a lot of good food and then sitaround and talk about flying. It’stough, but it has to be done. We had 85 people show up for

this year’s event – held for the19th year in a row, but this timeat our local RCAF Wing. Anybody who loves aviation

is welcome. It’s open to airportstaff, private pilots, commercialpilots, ultralight pilots, kit-builders, veterans and anyoneelse with an interest in aviation.COPA Director for southern On-tario Cheryl Marek attended asdid former COPA presidentKevin Psutka.Over the years the dinner has

played host to some pretty es-teemed speakers. This year wasno exception. Marc-Andre Vali-quette had been a fighter pilot forthe RCAF and has a deep passionfor the infamously cancelled CF-105 Avro Arrow project.Indeed, he’s written five books

about it. He spoke about some ofthe reasons for the strategic deci-sions made at the time – from aninsider’s viewpoint. A unique per-spective that went a long way inunderstanding its cancellation.Tony Tiefenbach awarded

some FlyKingston trophies. TheKingston Flying Club spokeabout their plans for the future,then Zack Elliott from OntarioAdvanced Ultralights awardedstudent achievement plaques. Afterwards, Dave Tisdale

took the microphone back to saythat this was the last year he andLois would be hosting the event.

Fortunately, George Scott andcompany (FkyKingston), willtake over the hosting duties goingforward. Thanks George!This author would like to

thank Dave and Lois for all theirvolunteer work in the aviationcommunity over the last twodecades. If an event had anything to do

with aviation, Dave and Loiswould be there helping out; di-recting traffic at an airport openhouse, flipping hamburgers at afly-in, or simply hosting coffeenights at the local Timmies foraviation enthusiasts. Their leadership efforts in the

Kingston area’s aviation commu-nity have been a model that fewothers can match – and they’llcontinue to volunteer as theirtime permits. Thanks guys!

Ben (left), who soloed and attained a PPL with CFI and owner of OntarioAdvanced Ultralights, Zach Elliott, was awarded a student achievementplaque. ( www.prune.org/canada/567439-sheer-guts.html )


Here is the tentative schedule for theCOPA Convention and Annual General Meeting week-

end. Please check the COPA website and the COPA Facebookpage for more updates as they come available. The RegistrationForm will be published in the February COPA Flight and will beavailable online in January.

Tentative Schedule, June 24 – 26, 2016Friday, June 24th

8:00 am Registration Desk Opens10:00 am – 4:00 pm Exhibits Open1:00 pm Optional Tour1:00 pm Seminar (TBA)2:00 pm Seminar (TBA)5:00 – 8:00 pm BBQ at Yarmouth Airport8:30 pm onwards The Lounge – entertainment

Saturday, June 25thBreakfast on own

8:30 am COPA AGM9:30 am COPA Update10:30 am Coffee Break / exhibitors11:00 am Seminar (TBA)12:00 Lunch / exhibitors2:00 pm Seminar (TBA)2:00 pm Optional Tour – The Village3:00 pm Seminar (TBA)4:00 pm onwards Exhibitors6:00 – 9:30 pm Maritime Feast

Sunday, June 26thTravel Home

Plan your vacation and join COPA Flight 63 as they hostthe COPA Convention and Annual General Meeting

June 24-26, 2016Visit the exhibitors, take in a seminar or two and get an update on COPA

National activities since the last AGM in Winnipeg.Did you know that there are a number of ways to get to Yarmouth? One

way is to fly into Halifax, rent a car at the airport and travel through the Bayof Fundy and Annapolis Valley Region. Or you can fly to Saint John, rent a car and take the three hour ferry ride

across to Digby, Nova Scotia and from there it’s just an hour to Yarmouth.If you are driving from Halifax you will be driving past the magnificent

Bay of Fundy. Did you know that each day, twice a day, 160 billion tonnesof seawater flow in and out of it? Taking the ferry from Saint John offers you the opportunity to spend some

time whale watching. You may catch sight of a humpback whale or a por-poise along with a wide variety of seabirds. Within the Annapolis Valley, one of Canada’s best fruit-growing regions,

not only will you find over 100 varieties of apples, but you will also findmore than 20 types of grapes and several award-winning wineries. Be sureto check out the Tidal Bay wines.

Along the way check out:The Annapolis Royal Historic Gardens in Annapolis Royal: this beautiful

17 acre Historic Garden was recently rated as “A Top 5 North American Gar-den worth Travelling for!” Highlights include the largest rose collection inEastern Canada, a reconstructed 1671 Acadian House and much, much more.The Wildflower Labyrinth at Tangled Garden, Grand-Pre.An Acadian Story – The Landscape of Grand-Pre became a UNESCO

World Heritage Site in 2012.Dulsing – Seaweed Cuisine: From picking, cleaning, drying and preparing

the world-famous snack known as dulse with Fundy Adventures. Be sure to take the time to visit Yarmouth either before or after the Con-

vention/Annual General Meeting. A must-see is the 174-year-old CapeForchu Lighthouse.And did you know that the Yarmouth is the home to the biggest fishing

fleet in Atlantic Canada? Something to think about when you are enjoyingthe Maritime Feast on Saturday night…

See you in Yarmouth this June!

Photos, top: Take a whale watching tour.

Above:The Annapolis Royal Historic Gardens.Photos courtesy Nova Scotia Tourism

At left:Peggy’s Point Lighthouse.

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June 24 – 26, 2016

Helicopters are often involved in low-level operations such as firefighting.Above, the author on fire suppression operations. Amateur-built helicop-ters have become popular. Pictured at right is the Canadian-designedSafari.

AAsmile, or is it a smirk,often creeps acrossmy countenance as I

cruise above the Hoi Polloi,the verdant countryside or thecraggy peaks of WesternCanada’s vertical real estate.It’s hard to believe we getpaid for these pleasures.

Helicopter pilots areamongst the highest paid andmost challenged of all avia-tors. Oh, most of us don’tmake as much loot as seniorairline captains, but we arereally living the lofty adven-ture comparatively speaking. However,the lifestyle in this career choice isn’teveryone’s cup of tea. More about theseconsiderations later….

My rotary wing career decision evolvedin the mid ’70s after stints in theRCAF/CAF as a multi-engine IFR instruc-tor and then a tour as a helicopter pilot.The former was boring and the later pre-

sented constant challenges. Asa mid-twenties male, therewas no question which pro-vided the stronger attraction.

When I left the military tofly civilian contracts, the chap-lain blurted out: “You aren’tleaving an officer’s career towork with those low life’s areyou?” I was shocked andbewildered at his statementand wondered if he mightknow something I didn’t.

Looking back fourdecades, I still can’t under-stand his flawed attitude – I

suppose he was just misinformed. I foundthe Bible dictates nothing about civilianhelicopter wing operators and I’ve met alot of great people in the industry who aredeeply involved in what is likely the mostchallenging professional aviation career.

The subsequent hardships that befellme in civilian operations weren’t relatedto the quality of my fellow workers. The

difficulties were from my own selfdoubts. Remove a low-time helicopterpilot from the protective womb of themilitary environment; take away his crewmembers who are constantly practicingthe art of mutual self-preservation andfling him into the hostile environment ofcompetitive charter operations and theodds of survival diminish greatly.

In those early days, statistics indicatethat one in six helicopters crashed year-ly. While current data indicates we flymore safely now, it’s still true that heli-copters crash about twice as often asfixed-wing aircraft.

Close brushes with near catastropheswere almost daily occurrences as I cut myteeth (and a few bushes) in the industry.Those close calls provided an educationas to the capabilities and limitations of thehelicopter – and me. With time, I feltmore self-assured and comfortable withmy career choice.

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This Canadian-designed Mosquito ultralightis a blast to fly. • continued on next page

Are you ready for life as a helicopter pilot?

Although my air force rank and leader-ship were surrendered, I was still the air-craft captain and responsible for the safeoutcome of every flight. However, thecustomer was the boss in terms of thegoals he wanted to accomplish. One of thepilot’s tasks is to find a method to safelyaccomplish each task.

As if that wasn’t stressful enough, thefellows who run the helicopter companyreckoned they should have some say inthe operation as well. Additionally, therewas also a helicopter engineer workingwith me – and his rank was equivalentand his opinions also needed to berespected. Because the perspectives andpriorities of all these folks are all differentfrom each other, they each grab a piece ofthe pilot and collectively shake vigorous-ly at times, leaving the aviator tornbetween different bottom lines.

Moreover, for the happily married avia-tor, there is another partner in the programthat needs to be considered. Few wives aretolerant enough to single-handedly main-tain the house, organize finances and raisethe children unaided. As a result, many hel-icopter pilot marriages degrade intodivorces or estranged non-relationships.

Other than accidental death, this islikely the greatest hardship suffered bymost chopper aircrews.

It doesn’t help that well-meaning com-panies promise considerable time off tobe with the family. However, that holidayoften evaporates when sick aircrews aregrounded and/or an influx of business,such as a major forest fire, forces every-one to make hay while the sun shines.

Crew duty and rest time regulations arerelatively new to the industry and aredesigned to minimize crew fatigue andaccidents. A tangential benefit of crewduty limitations is that additional jobs arecreated for pilots who replace “timeexpired” crew members. Whereas an

operator may have had 1.5 pilots per hel-icopter years ago to cover crew shifts, hemight require two pilots per machine now.So, if I calculate correctly, there is a jobout there for a half pilot… per helicopter.

When one considers the size of theCanadian helicopter fleet that adds up to alot of potential positions. It also helpsexplain why there is a shortage of heli-copter pilots around the world.

Would-be commercial helicopter pilotsalso need to realize that living conditionson the job are different from airline oper-ations. Many if not most operations areconducted away from built up areas.While you may be overnight in a motel ortrailer camp, you might also be living thelife of a camper in a tent in some of theremote areas.

Those with an aversion to critters inthe bush or challenging dietary needs mayfind these operations overly challenging.

There was a time, not long ago that thedeath and serious injury rates for helicop-ter pilots were equivalent to highly-paidtree fallers. Specifically, a helicopter pilothad a 50/50 chance of escaping seriousinjury after 26 years of exposure to flightoperations.

Fly longer and you were on borrowedtime – according to the statistics a decadeago. Of course, we have the abilitythrough proficiency training and safepractices to minimize that risk. As thepilot in command of a helicopter, youhave a lot more control and decision mak-ing authority than aviators in other rolesand you are entirely in charge of the safe-ty margins for each flight.

To put the above statistic into perspec-tive, one should also note that if you crashin a helicopter, the survival rate from seri-ous injury or death is almost 200% betterin a helicopter compared to a fixed wing

aircraft. This is largely due to the lowerimpact speeds related to helicopters.

Do I wish I had taken the airline routelike so many of my friends did? Heck no!Airlines were my second career choiceand I would surely have opted to fly forWardair had scheduled flying beckonedmore than helicopters.

However, my friends who joined War-dair generally ended up with Canadian Air-lines when Max Ward’s dream airline faileddue to overexpansion. Those same folks gotthrown into the grinder again when preda-tory pricing from Air Canada destroyedCanadian Airlines and beat up Air Canadaat the same time. These aviation acquain-tances have had a tumultuous career!

Although many young folks used toaspire to fill those wide body cockpitseats, world events such as 9/11, businesscycles and oil prices have made it a rockyride for those flying fixed-wing.

Besides, entry level pay in the airlinesand reduced benefits from years ago whencombined with forced retirement at age60 have been challenges for these “busdrivers” and the line up to fly airlines hasvirtually evaporated.

As we guide our marginally stable,throbbing fling-wing devices overhead,we are the captains of the skies and ourdestiny. Strapping a million dollarmachine to my “glutei maximi” and defy-ing gravity whilst pulling thousands ofpounds skyward can’t be beaten.

I don’t ride a big motorcycle nor drivea sports car anymore because their per-formance palls to a helicopter. Why settlefor second rate delights?

Prospects for lower-time chopperpilots are continually improving. Oneoverseas pilot observed on entering thehelicopter pilot’s lounge that it was likewalking into an old folks home.” Nowa-days, the vast exodus of retiring “fling-wing” aviators is creating a massive voidin cockpits that can only be filled withnew drivers.

B-2 COPA FLIGHT FEBRUARY 2016

Author and Bell Jet Ranger showing operational parking.Close up of Ken and Bell Jet Ranger.

Women are more and more attracted to helicopter operations.

Helicopter• continued from page B-1

Ken (right) during long line magnetometer mineral exploration.

The author flying the Canadian Mosquito ultralight.


When one considers that onethird of Canada’s population iscomprised of “Baby Boomers,”and many of the remainder ofhelicopter pilots are even older, alarge demand will continue forpilots and engineers.

It appears most of our heli-copter companies have done lit-tle to prepare for this crew short-age. Some of the more alertoverseas companies have insti-tuted a plan to overcome thisgrowing problem by hiring for-eign nationals to operate Canadi-an registered helicopters.

While they generally need agreat deal more training to bringthem up to standards for flyingCanadian registered aircraft, thecost is well justified. Althoughthis might take a few jobs out ofthe system for Canadian pilots, itensures future aircrews for thecompanies.

Moreover, this policy saves agreat deal of money for the oper-ator who shells out considerablyless pay for foreign pilots whogenerally have much lower liv-ing costs. These pilots aredelighted to find secure jobs andthe lower rates of pay theyreceive are more than adequatein their homeland.

As a tip for novice helicopterpilots, you might consider build-ing flight time relatively inex-pensively on amateur-built heli-copters. They have come a longway in the last decade in terms ofreliability and capabilities.

Many of these types are used insemi-commercial operationssuch as cattle mustering etc.

There is another bottom lineto consider – the cost of training.There are two routes to a com-mercial helicopter pilot license.One can obtain a commercialfixed wing pilot license and thentake approximately 50 hours ofrotary wing conversion – or,make a direct entry into the 100hour helicopter course. The lattermethod will leave you with onlya helicopter pilot license, but,with twice as much helicoptertime you will be more attractiveto helicopter operators as anemployee.

Either way you accomplishthe license(s) you will be look-ing at a cost upwards of $60,000.

You might ask about the per-manence of positions in our pro-fession? With advancing tech-nology, helicopters lift morepayload; carry it further andfaster while lowering the costper pound-mile.

Networks of roadwaysbecome more congested andtime more important to individ-uals. There is no better tool for

overcoming these impedimentsto commerce and harassmentsto pleasure than the rotary wingaircraft. Moreover, with project-ed helicopter fleet growth andusage, there will continue to bea helicopter pilot/technicianshortage.

The laws of supply anddemand will provide increasingsalaries. There was a time in theeighties when helicopter pilotswere the best paid folks in theforest. That time is here again.

Is there a helicopter job inyour future? If the precedinginformation seems attractive oreven alluring and the challengesinherent in the industry are notonerous to you, it is likely youwould enjoy the adventurous andfulfilling career of a commercialhelicopter pilot.

•Ken Armstrong has been a

bush(ed) pilot for decades andhas flown over 17,000 hours onmany types of aircraft. He oftenflies the scenic coasts of BritishColumbia from his base in Victo-ria. He got his float rating on ade Havilland Beaver registeredC-FGOD in the mid-seventies.

COPA FLIGHT FEBRUARY 2016 B-3

Left to right, author’s wife Linda, helicopter mechanic and Ken.

Ken flying the MD 500 during an airshow.

Helicopter pilot • continued from previous page

Ken flying magnetometer on mineral exploration.

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By Adam HuntMarc-André Valiquette is most well-known for his

extensive series of five books on the Avro Arrow, butlately he has branched out into Canadian militarysquadron histories, most recently tackling 425 “Alou-ette” Squadron.

With a title like Fangs of Death the casual readerglancing at the book might think this is a horror story,but the title comes from the post-war motto of 439“Sabre-Toothed Tiger” Squadron, the unit that is thesubject of the book.

A large-format and hefty (4 lbs., 1.8 kg) hard-coverbook Fangs of Death is largely a photo album of care-fully collected squadron photos from the Second WorldWar right through to 2013, with text and captionsdescribing the history.

The book is bilingual, with each leaf written in Eng-lish on the left page and French on the right. The titlein French is Les Crocs de la Mort. With the large num-bers of photos, drawing and paintings, plus the bilin-gual format, the book is a relatively quick read, as mostpeople will only read it in one of its two languages.Valiquette shares credit for the book with historical andphotographic researcher RichardGirouard.

The book starts with 439Squadron’s origins as the School ofArmy Co-operation and later 123Army Co-operation Training Squadron, flying Grum-man Goblin biplanes and Westland Lysanders fromRCAF Station Rockcliffe in Ottawa.

Converting to Hurricanes and moving to Debert,Nova Scotia, the unit languished far away from thefighting until ordered overseas in 1943. Once in theUK, the squadron traded their aging Hurricanes forbrand new Hawker Typhoons and started operations onMarch 2, 1944 in the ground attack role.

Prior to D-Day they engaged in attacks on targetssuch as the V-1 “flying bomb” launching sites and con-ducted anti-shipping missions. During the June 1944invasion of Normandy the unit took on German coastalbatteries and performed attacks on road and rail targetsahead of the allied ground forces, including interdict-ing German armour.

Throughout the latter part of 1944 the squadron tookpart in the fighting in France, Belgium and into Ger-many, including taking part in the Battle of the Bulge.In early 1945 they joined the battle for Holland. Not alltargets were on the ground, as unit pilots downed twoMe-262 jets, among other German aircraft.

439 became the first RCAF squadron to operate froma German base, with its move to Goch in March 1945.With the war in Europe over in May 1945 the squadronhad 86 pilots who served with it in total, of which 20 fin-ished their tours, 24 were killed or presumed dead onoperations, plus five killed in accidents, eight werePOWs and three escaped after being shot down.

The squadron was reformed on Sabre Mk IIs atRCAF Uplands, again in Ottawa, in 1951 as part ofCanada’s NATO commitment. They became the firstunit to fly their Sabres over to Europe, rather than hav-ing them shipped, as part of Operation Leapfrog I.

They flew from Ottawa to Bagotville, Quebec;Goose Bay, Labrador; Bluie West in Greenland;Keflavik, Iceland; Kinloss, Scotland and onto NorthLuffenham, England where they were initially based.

Four years later the unit moved to its operationalbase at Marville, France, the new home of No. 1 Fight-er Wing. The unit later upgraded to Sabre Mk 5s and

finally 6s, holding quick-reactionintercept stand-by and training atweapons meets, NATO exercises,Tiger Meets and other opportunitiesto hone their skills.

The Tiger Meets were NATOgatherings of squadrons that hadtigers as emblems.

It was in this post-war periodthat the squadron got their sabre-toothed tiger badge and the dead-ly-sounding motto to go with it.

In 1961 the Maharajah ofRewa in India donated a stuffedtiger, which became their mas-cot, Fang. 439 became the lastSabre RCAF squadron in Europe, prior to itsconversion to the CF-104 Starfighter in 1964.

In 1966 France ended its military involvement inNATO and 439 moved to Lahr in Germany. It was in1969 that the squadron first painted a CF-104 in over-all tiger stripes to take to the Tiger Meet. In 1970 allCF-104 flying was moved to CFB Baden-Soellingen

and, in 1973, 439 received itssquadron colours from the Dukeof Edinburgh.

In 1984 the squadron flew itslast CF-104 sortie and was dis-

banded, to be re-formed flying the CF-18 late the nextyear, still at Baden. The unit formed the “Desert Cats”along with 416 Squadron, as part of Canada’s partici-pation in the liberation of Kuwait in 1990-91.

In January 1993 Canada ended its commitment toprovide a fighter wing to NATO and 439 Squadronwas disbanded, its CF-18s returned to Canada. Theunit flew them home, across the Atlantic, with air-to-air refueling.

On April 1, 1993 the squadron was reformed, byrebadging Base Flight Bagotville as 439 Combat Sup-port Squadron, flying the Bell CH-118 Iroquois heli-copter and the venerable T-33 two-seat jet in the res-cue, transport and utility roles. In 1995 the unit re-equipped with three Bell CH-146 Griffon helicoptersand in 2000 retired the T-33 jets.

As well as covering base rescue operations, 439also participated in the Saguenay flood operation of1996, and the international response to the earthquakein Haiti in 2010, as well as deploying to Jamaica tocover SAR for the island in 2011 as the JamaicanDefence Force was shorthanded.

439 Combat Support Squadron continues today inBagotville with its three Griffon helicopters in the res-cue and transport roles.

The book, Fangs of Death, is well written, withroughly a double page for each year the squadron hasbeen in existence, with more coverage of the SecondWorld War years, naturally, as those were busier times.The choice of photographs is outstanding and I am cer-tain that it was hard to decide which ones to include,given the photographic riches available.

My only criticism of the book is not on what wasincluded, but what was excluded. The book doesseem to shy away from controversy and even thoughthe unit picked up the nuclear strike and reconnais-sance roles in 1964 with the phasing in of the CF-104, there is lots about the photo recce role, but nota word about the nuclear weapons that were verycontroversial at the time.

Other historical sources mention the nuclear strike

rolefor 439, but not thiswork. Similarly the CF-104 had a veryhigh loss rate, with half the aircraft built lost in acci-dents, but not a single Starfighter crash is mentioned inthe book, during almost twenty years of flying the type,which seems odd when reading it.

Other works, like Larry Milberry’s Sixty Years,delve into the high number of Starfighter losses insome detail. Not to pick on the CF-104, but of theSabre years, 1951-63, only one accident is mentionedin the book and then it seems only because it was thesquadron commanding officer, Squadron Leader CJClay, who was killed and only a month and a half afterassuming command.

Other than these omissions this is a fascinatingbook, a photographic window into the world ofwartime operations and peacetime flying in Europewith NATO and in Canada. It will surely appeal to anypresent and former squadron members as well as any-one interested in fine-grained twentieth century historyand military aviation.

Valiquette notes that none of his books has receivedany financial support from any level of governmentand that he publishes them himself through his ownpublishing company, Imaviation.

While his five volumes on the Avro Arrow and his425 Squadron history are featured on his website, atthe time of this writing, Fangs of Death is not yet onthe website, although I expect it will be soon. It shouldalso soon be available in museum bookshops and theother bookstores that stock aviation titles.

jFangs of Death – 439 Sabre-Toothed Tiger Squadron,Standing on guard for thee since 1941By Marc-André Valiquette and Richard GirouardPublished by Imaviation, 201512.5” X 9.5” hard back book264 pages, including three forwards, two prefaces,eight addenda, glossary, bibliography, index$49.95Publisher’s website: http://www.avrocanada-arrow.ca/

•Adam Hunt was an active pilot for 31 years, amass-

ing 5,000 hours on helicopters, jet and piston air-planes, gliders, paragliders and ultralights. He was amanager at the Canadian Owners and Pilots Associa-tion (COPA) national office from 2000-07. Today he isan aviation researcher and writer, as well as the COPAFlight 8 Ottawa webmaster.

Fangs of Death

Book Review

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I like to tell students the best way toavoid getting lost is to stay found.

It sounds simple enough; it just sortof rolls off the tongue, but “stayingfound” does take a certain amount of sit-uational awareness and a continualeffort to pay attention.

We normally know where we arewhen we take off. We normally knowwhere we are headed on any particularflight. The trick is to get from here tothere without the inconvenience ofbecoming disoriented and “lost”.

Lost, of course, is relative term. Weare never totally lost; we may just notknow our precise location. In VFR flightin small aircraft, it’s pretty hard tobecome confused about which hemi-sphere we are in or which country oreven which province. If we find our-selves unsure of our exact position, wemore than likely have a pretty good ideaof where we were not long before, if, ofcourse, we have been paying attention.

VFR cross country flight is, after all,conducted with reference to the ground:point to point along a given track.

An excellent skill that can be helpfulin the process of staying found is learn-ing to develop Lines of Position fromidentifiable references either visual orelectronic. The principles are the same;we just use different equipment. Com-bining two or more Lines of Positionallows us to establish a “Fix” orexact position over the ground.

For visual reference, wemake use of our eyes, our head-ing indicator or compass, and achart. For electronic reference,we make use of radio naviga-tional aids and our chart. Evenif we are equipped with sophis-ticated navigational aids, whenflying VFR it is an excellentplan to keep track of our posi-tion on a chart to reduce therisk of disorientation in the event of anavigational aid failure.

Learning to develop a Line of Posi-tion is an excellent practice and can bevery helpful while enroute to assist us inpinpointing our position. Whether we dothis visually or with reference of a navi-gational aid, the same principles apply.We want to determine where we are inrelation to one or more known, fixedpoints.

We’ll leave GPS aside for themoment. If the device is working prop-erly, it will give us our exact positionimmediately – by establishing severalLines of Position from satellites – andprovide us with a direct track from ourposition to wherever else we might wantto go.

Using more conventional navigationaids, VOR or ADF, is simple and quick,so let’s start there. If you are planning toor considering the possibility of usingyour navigational aids during a flight, itis an excellent idea to make sure you’retrained, competent and current withtheir operation and that they are func-tioning properly prior to takeoff.

Trying to figure out how to use apiece of equipment as the weather clos-es in and you are uncertain of your posi-tion is much less fun that you mightimagine.

To establish a Line of Position withVOR, tune in the appropriate frequency,perform the identification procedureusing the Morse Code identifier indicat-ed next to the station on your chart andturn the omni bearing selector (OBS)which turns the azimuth dial until you

see a “From” flag and the course devia-tion indicator (CDI) is centred. At thetop of the azimuth dial, you will find thedegree number of the radial over whichyou are currently flying, the track out-bound from the station.

On your map, draw a line extendingoutward From the station along the radi-al indicated at the top of your azimuthdial. You are somewhere along that line.You have established a Line of Position.

Using the ADF is a similar processand, since ADF is not dependent on lineof sight reception, you may have moreflexibility in available stations. Thereare some accuracy issues involved withthe ADF system and it might be wise tobe aware of those. However, for our pur-poses we can normally obtain sufficientaccuracy to achieve our goal of estab-lishing a workable Line of Position.

With a fixed card ADF, tune, identifyand test the equipment to make sure allis working properly, observe your rela-tive bearing – oh dear – take the recipro-cal of that bearing, draw your Line ofPosition From the station, and carry onas you would with the VOR.

Don’t get too excited about the fancyterminology. If the head of the needlepoints thirty degrees to the right, the tailof the needle will point 150 degrees tothe left of your current heading (relativebearing 210 degrees).

Remember, the fixed card ADF dialalways uses “0” as the direction youraircraft is flying. Simply transfer that150 degrees left indicated by the tail ofthe needle to your heading indicator. Ifthe head of the needle indicates a rela-tive bearing of 30 degrees, the bearingFrom the station is 150 degrees to theleft of your current heading.

If the head of the needle is to the left,the tail will be to the right. Keep it sim-ple.

Using the tail of the needle automat-ically gives us the reciprocal of the bear-ing To the station and allows us to deter-mine the Line of Position without a lotof complex computation.

We may already be under some levelof stress if we are unsure of our position.There is no sense adding to our difficul-ties with a math problem. Practicing thisprocedure on the ground or in your localarea when you know exactly where youare is an excellent plan. Then, when youneed it, it will be second nature.

We can establish a Fix or exact posi-tion by determining our position in rela-tion to two or more reference points.There are a number of techniques wecan use to establish a fix, so let’s take alook at some common ones.

A Line of Position from one refer-ence point, a VOR, NDB or visual refer-ence can be used in conjunction withany geographic reference, for example aroad, railroad track, power line, coast-line, river or lake to establish a fix.

We establish the Line of Position,draw it on our chart and observe whereit crosses a geographic reference within

our sight radius to locate ourselves. Ide-ally, for maximum accuracy the Line ofPosition will cross the geographic refer-ence at something close to 900. Whatcould be simpler?

If two NDBs, two VORs, or an NDBand a VOR are available, they can beused together to develop twoLines of Position, or more ifwe really want to be precise,which will locate or “fix”our position fairly precisely.Typically, when using threeor more Lines of Position,we will end up with a smalltriangle rather than a singlepoint of intersection. We arelocated within that trian-gle (1).

If we have two receiversin the aircraft, a VOR andan ADF, two VORs or twoADFs, we can establish twoLines of Position at aboutthe same moment. Withonly one receiver, there willbe a necessary time lagbetween each reading, building in aninevitable error. Normally, this will notbe a significant problem at the speedswe fly with small aircraft. SR-71 pilots,however, should take note.

To generate a Fix using more thanone navigation aid, develop a Line of

Position from each reference,draw them on your chart, andobserve where the lines cross.This is your position.

When flying VFR, if we canlocate ourselves within even atwo to three mile radius, visualreferences should do the rest ofthe job nicely.

If only one navigation aid isavailable to us, we can still fixour position accurately. Onemethod is to use a variation on

the 1 in 60 rule: a one degree differencein track over 60 NM results in a differ-ence of 1 NM in position. This basicrule allows us to generate several, usefulrelationships (2).

With reference to a single VOR sta-tion, for example, we can develop aLine of Position by determining theradial over which we are flying, turn 80degrees right or left from the inboundheading, the reciprocal of the radial, setthe OBS to the nearest 10 degree incre-ment opposite the direction of the turnand note the elapsed time when the CDIcentres (3). The 10 degree bearingchange is arbitrary; it just keeps ourmath problem simpler.

If we are using an NDB for refer-ence, we establish an initial Line ofPosition by using the tail of the needleto indicate the outbound track overwhich we are flying. Turn to and main-tain a heading 80 degrees right or left ofthe inbound heading, the reciprocal ofour Line of Position, and note the time ittakes us to fly through 10 degrees ofheading change in relation to the station.

We can now calculate distance to thestation using the 1 in 60 rule.

We use the formula: distance to thestation is equal to our speed times min-utes flown divided by number ofdegrees between bearings.

If we want to be a bit more precise,we can use seconds flown divided by 60to obtain our number for minutes. If weare flying at 100 Kts., for example, andit has taken us five minutes, 300 sec-onds, to cover 10 degrees of bearingchange relative to our reference point,

we are 50 NM out from the referencealong our second Line of Position (100x 5/10 = 50) (4).

To locate ourselves, to “fix our posi-tion”, we measure 50 NM out from thestation along our second Line of Posi-tion and there we are. The key is to be

familiar and comfortablewith the method throughpractice on the groundbefore attempting it in theair.

Another method we canuse requiring only one pointof reference, VOR, NDB, orvisual reference point, is toestablish a Line of Positionfrom our reference point,draw the line on our chartand fly at something close toright angles to that Line ofPosition for six minutes, orsome increment of six.Make certain you maintainconstant heading during thisprocedure.

Then, establish a secondLine of Position from the same refer-ence point or navigation aid. I suggestsix minutes for a reason; I want to keepthis simple.

We now have two Lines of Positionplotted on our chart. We also have ourheading and distance flown, not count-ing wind. The six minutes now comes invery handy to keep the math in check.At 90 Kts, discounting wind effects, wewill fly nine NM in six minutes; at 130Kts, we will fly 13 NM in six min-utes (5).

We can now transfer the distance andheading we have flown to our chartstarting at our first Line of Position, per-haps using a pencil or our fingers to rep-resent the distance. That distance at aparticular heading will fit at only oneplace between the two, diverging Linesof Position.

Our current position is the pointwhere our line of travel touches the sec-ond Line of Position. Try it a couple oftimes at the comfort of your desk andyou will see how simple it is.

With VOR, ADF or a visual refer-ence we can also use a couple of simplegeometric relationship to determine ourdistance from a given point: a 45 degreeright triangle has two equal sides; thesides of a 30, 60 degree right trianglehave a special relationship for lengths:1, √3, 2. One represents the base leg and2 the hypotenuse. We could, of course,use other right triangle relationships, oreven trig functions, but let’s not get toocrazy here.

The NDB or visual reference prob-lem is a littler simpler (less math), so I’llfocus on that. With reference to the 45degree triangle relationship, turn the air-craft until the relative bearing on theADF or the relative bearing to the visu-al reference is either 45 or 315 degrees;note your heading and take the time(T1). Maintain that heading untilachieving a relative bearing of 90 or 270degrees, a change in bearing of 45degrees; take the time (T2).

The time interval you have recordedwill be equal to the time required to flyto the reference point from your positionat T2. Distance to the station, necessaryto determine your position, is speedtimes time in minutes divided by 60; forexample, 12 minutes at 100 Kts is 20NM (100 x 12/60 = 20) (6).

Learning to develop Lines of Position

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by AlexanderBurton

From the

trainingseat

“Skill’d in the globe and sphere,he gravely stands,

and, with his compass, measuresseas and lands.”― John Dryden


In this example, your positionis 20 NM from the referencepoint along your second Line ofPosition.

To make use of the speciallength relationships of the 30degree right triangle, establisha relative bearing of 60 degreesor 300 degrees; note your head-ing and take the time (T1).Maintain that heading untilachieving a relative bearing of90 or 270 degrees, a change inbearing of 30 degrees, and takethe time (T2).

The time to fly to the stationfrom your position at T2 will be1.7 (√3) times the time intervalyou have recorded between T1and T2.

Perhaps a bit simpler methodusing ADF is to establish a rela-tive bearing of either 90 or 270degrees, note heading and time(T1), maintain heading untilyour relative bearing is either120 or 240 degrees and take thetime (T2). From your position atT2, time to the station will betwice the time from T1 to T2.

You can do the distance cal-culation as you would for the 45degree triangle.

We can apply the same princi-ples visually, also with excellentresults, and we don’t need anelectronic navigational beaconhandy to do it.

Sailors who have done somecoastal cruising will be familiarwith this technique. On a boat,mariners typically will makeuse of a pelorus which providesa relative bearing similar to afixed card ADF or an azimuthcompass which provides a mag-netic bearing. At sea, out ofsight of land, a sextant, andbefore that an octant and beforethat a quadrant served the samepurpose: to establish a Line ofPosition from the sun, the moonor a star.

My father’s generation, withthe help of a few simple calcula-tions and a table of corrections,navigated aircraft across theAtlantic to Europe using a sex-tant. We don’t normally carryany of these instruments with usin an aircraft, but we can per-form essentially the same func-tion using our chart, our eyes,and a little imagination.

Orient your chart so what youare seeing outside is the same aswhat you are seeing inside: lookstraight ahead and match thechart to the direction of flight.Find some identifiable referencepoint within visual range: a lake,a bridge, a mountain peak, anisland. Almost any point will doas long as we can see it outsideand find it on our chart inside.

What is the relative bearingFrom your aircraft to the geo-graphic reference? Is it left orright? You can use a compassrose, if one is handy on the chart,or you can simply make a rea-sonable estimate using the clockmethod referencing the aircraft’snose as 12:00 o’clock: 1:00o’clock is 30 degrees; 10:00o’clock is 300 degrees; 15:30 is105 degrees (3.5 x 30 = 105) (7).

You can translate that into itsreciprocal by laying a pencil oryour hand on the map and draw-ing a line outwards From the ref-erence point on the correct bear-ing. You have established a Lineof Position.

If you can locate yourselfwithin a couple of miles, all therest should fall into place quitenicely. Why not? It isn’t rocket

science. People have been usingthis type of navigational tech-nique quite successfully formore than 3,000 years.

Playing with and practicingthe techniques of developingLines of Position both visuallyand electronically in a safe andknown environment will enableyou to make use of these tech-niques when venturing into unfa-miliar areas. Having a few extratricks up your sleeve is all to thegood, and it’s pretty cool to learnsomething new.

jNotes:1. Ideally, the angle of inter-

ception between Lines of Posi-tion extending from referencepoints will equal 90 degrees. Ifthe reference points are too closetogether, or, for that matter, toofar apart, the angle of intercep-tion formed by the Lines of Posi-tion will be too steep (acute) ortoo shallow (oblique) to deter-mine an accurate “fix” or posi-tion. You can easily draw sometriangles and see the problem. Asthe reference points get closer orfarther apart the inevitable errorin the bearing of your Lines ofPosition is magnified.

2. Distance between bear-ings/Distance to station =Degrees between bearings/60;Distance between bearings =speed x minutes flown/60; Dis-tance to station = TAS x minutesflown/Degrees between bear-ings; Time to station = 60 x min-utes flown betweenbearings/Degrees between bear-ings.

3. Using an 80 degree turnaverages out the difference inheading between the two radialswe will be using. A 90 degreeheading from our first radialtends to emphasize the differ-ence in radial headings andincreases the error factor in theangles. If you draw the problemout you will see what this com-promise is attempting to achieve.However, no need to get overlyexcited about the differences.

4. Although the formula callsfor TAS, at the speeds and alti-tudes we fly in small VFR air-craft, I wouldn’t worry too much

about the conversions requiredto obtain TAS. Use your IAS andthings will normally work outwithin limits you can easily livewith.

5. 100 Kts = 100 NM/60 min-utes or 10 NM/6 minutes. Thisworks for any speed. Using alarger increment of 6, for exam-ple 12, simply doubles the dis-tance flown: 100 Kts = 200NM/120 minutes or 20 NM in12 minutes. For small aircraftflying at around 100 Kts, 6 min-utes will normally be a suffi-cient amount of time to produceusable results. This method doesnot, of course, factor in groundspeed resulting from the effectsof wind. However, over a rea-sonably short distance, unlessthe wind is very strong, weshould still be able to producequite usable results. Unless weare on a precision bombing mis-sion, we only need to locate our-selves within a reasonableradius and then revert to visualreference.

6. Distance = 100NM/1 hourx 1 hour/60 minutes x 12 min-utes = 20 NM. Or, more simply,use your handy-dandy E6B tocompute that 12 minutes of fly-ing at 100 Kts = 20 NM.

7. Time times 30 equals Truebearing: 2 o’clock times 30 =60 degrees True; 10 o’clocktimes 30 = 300 degrees True.Or, we can use our relativebearing and add that to ourindicated heading on the HI,giving a magnetic bearing to orfrom a reference point. It’sprobably easier to just workwith True bearings on the chartrather than worry about trans-lating True to Magnetic andback again. The idea is to findour location not necessarily toestablish a particular heading tofly. Once we have establishedour location, we can make deci-sions about headings.

•Alexander Burton is a Class I

Instructor, Pilot Examiner atCoastal Pacific Aviation, inAbbotsford, BC, and a regularcontributor to several aviationpublications both in Canada andin the USA. He can be contactedat: [email protected]


Lines of Position • continued from previous page

For those of you who have enjoyed reading AlexanderBurton’s articles over the years, a two-volume collection entitled Flight and Fly-ing is now available through Amazon inboth soft cover book and Kindle for-mats.

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J’aime dire à mes étudiants que lameilleure manière de ne pas se perdreest de rester retrouvé.

Ça semble si simple; ça fait justerouler sur la langue, mais de “resterretrouvé” demande une certaine capac-ité de conscience de la situation et uneffort continu d’attention.

Nous savons normalement où nousnous trouvons lorsque nous décollons.Nous savons normalement où nous nousdirigeons lors de chaque vol particulier.Le truc est d’aller d’ici jusqu’à là sansdevenir désorienté et “perdu”.

Perdu, bien sûr, est un terme relatif.Nous ne sommes jamais totalement per-dus; nous pourrions simplement ne pasconnaître notre position exacte. Lorsd’un vol VFR dans un petit aéronef, ilest pas mal difficile de devenir confuspar rapport à l’hémisphère dans lequelnous sommes ou dans quel pays oumême dans quelle province. Si nousnous trouvons incertains de notre posi-tion exacte, il est plutôt certain que nousavons une bonne idée d’où nous étions iln’y a pas si longtemps si, bien sûr, nousportions attention.

Un vol voyage VFR est, après tout,effectué en référence par rapport au sol:d’un endroit à un autre, le long d’unchemin donné.

Une excellente technique qui peutêtre très utile pour rester retrouvé estd’apprendre à développer des lignes deposition à partir de références identifi-ables soit visuelles ou électroniques.Les principes sont les mêmes; nous util-isons seulement de l’équipement dif-férent. En combinant deux ou plusieurslignes de position, cela nous permetd’établir un point de repère ouune position exacte par rapportau sol.

Pour une référence visuelle,nous utilisons nos yeux, notreindicateur de cap ou notre com-pas, et une carte. Pour uneréférence électronique, nousfaisons usage des aides à lanavigation radio et de notrecarte. Même si nous sommeséquipés d’aides à la navigationsophistiquées, lorsqu’en volVFR, c’est un excellent moyende conserver trace de notreposition sur une carte afin de réduire lerisque de désorientation en cas de perted’une aide à la navigation.

Apprendre à développer une ligne deposition est une excellente pratique etcela peut être très utile lorsqu’en routepour nous aider à préciser notre posi-tion. Que l’on fasse ceci visuellementou en référence à une aide à la naviga-tion, les mêmes principes s’appliquent.Nous voulons déterminer où noussommes en relation avec un ou plusieurspoints fixes connus.

Nous allons laisser de côté le GPS(en anglais: Global Positioning System)pour le moment. Si l’appareil fonc-tionne proprement, il nous donneranotre position exacte immédiatement -en établissant plusieurs lignes de posi-tion à partir de satellites - et il nous four-nit un chemin direct de notre positionjusqu’où nous voudrions bien aller.

L’utilisation d’aides à la navigationplus conventionnelles, VOR ou ADF,est simple et rapide, alors débutons parlà. Si vous planifiez ou si vous consid-érez la possibilité d’utiliser vos instru-ments à la navigation durant un vol,c’est une excellente idée de vous assur-er que vous êtes entraîné, compétent et àjour dans leur opération et qu’ils fonc-

tionnent proprement avant le décollage.Essayer de figurer comment utiliser

une pièce d’équipement lorsque la tem-pérature se détériore et que vous êtesincertain de votre position, c’est beau-coup moins agréable que vous imag-inez.

Pour établir une ligne de positionavec un radiophare omnidirectionnel (enanglais: VHF Omni Range ou VOR),syntonisez la fréquence appropriée,faites la procédure d’identification enutilisant l’identificateur en code morseindiqué à côté de la station sur votrecarte et tournez le sélecteur omnidirec-tionnel (en anglais: Omni-BearingSelector ou OBS) qui tourne la rouletted’azimut jusqu’à ce que vous voyiez ledrapeau “From” et que l’indicateur dedéviation de cap (en anglais: CourseDeviation Indicator ou CDI) soit centré.Au sommet de la roulette d’azimut, voustrouverez le numéro du degré du radialau-dessus duquel vous volez présente-ment, la piste qui provient de la station.

Sur votre carte, dessinez une lignes’étendant vers l’extérieur à partir de lastation le long du radial indiqué au som-met de votre roulette d’azimut. Vousêtes à quelque part le long de cette ligne.Vous avez établi une ligne de position.

L’utilisation d’un radiocompasautomatique (en anglais: AutomaticDirection Finder ou ADF) est un proces-sus similaire et, puisque l’ADF n’est pasdépendant d’une réception à portéeoptique, vous pourriez avoir plus deflexibilité dans les stations disponibles.Il existe quelques problèmes de préci-sion reliés au système ADF et il seraitsage de les connaître. Toutefois, pour

nos besoins, vous pouvez normalementobtenir une précision suffisante pouraccomplir votre but d’établir une lignede position utilisable.

À partir d’un ADF à carte fixe,assurez-vous qu’il fonctionne correcte-ment, observez votre position relative -ça se complique - prenez la réciproquede cette position relative, tracez votreligne de position à partir de la station, etvous continuez de la même manière quevous le feriez avec le VOR.

Ne vous excitez pas trop au sujet de laterminologie raffinée. Si la tête de l’aigu-ille pointe à 30 degrés vers la droite, laqueue de l’aiguille pointera 150 degrésvers la gauche de votre présent cap (gise-ment relatif de 210 degrés).

Rappelez-vous, l’indicateur ADF àcarte fixe utilise toujours “0” commedirection dans laquelle vous vousdirigez. Transférez simplement ce 150degrés à gauche indiqué par la queue del’aiguille de votre indicateur de cap. Sila tête de l’aiguille indique un gisementrelatif de 30 degrés, le gisement enprovenance de la station est de 150degrés à gauche de votre cap courant.

Si la tête de l’aiguille est vers lagauche, la queue sera vers la droite.Gardez ça bien simple.

L’utilisation de la queue de l’aiguillenous donne automatiquement laréciproque du gisement vers la station etnous permet de déterminer la ligne deposition sans beaucoup de calcul com-pliqué.

Vous pourriez déjà être sous un cer-tain niveau de stress si vous êtes incer-tain de votre position. Cen’est pas intelligent d’a-jouter à nos difficultés unproblème de mathématiquede plus. La pratique decette procédure au sol oudans votre région localelorsque vous savez exacte-ment où vous êtes est unexcellent plan. Ainsi,lorsque vous en aurezbesoin, ce sera un jeu d’en-fant.

Nous pouvons établir unrelèvement ou une positionexacte en déterminantnotre position en relation avec deuxpoints de référence ou plus. Il existenombre de techniques que nous pou-vons utiliser pour établir un relèvement,alors jetons un coup d’œil à quelques-unes des plus communes.

Une ligne de position à partir d’unpoint de référence, un VOR, un NDB(en anglais: Non Directional Beacon) ouune référence visuelle peut être utiliséeen conjonction avec toute référencegéographique, par exemple une route,une voie ferrée, une ligne électrique, unlittoral, une rivière ou un lac pour établirun relèvement.

Nous établissons une ligne de posi-tion, nous la dessinons sur notre carte et

nous observons où elle croisela référence géographique àl’intérieur de notre champ devision pour nous localiser.Idéalement, pour un maximumde précision, la ligne de posi-tion croisera la référence géo-graphique à un angle de près de90 degrés. Que pourrait-t-il yavoir de plus simple?

Si deux NDBs, deux VORs,ou un NDB et un VOR sontdisponibles, ils peuvent êtreutilisés tous les deux pourdévelopper deux lignes de posi-

tion, ou plus si nous voulons vraimentêtre précis, ce qui va nous localiser ouétablir notre position assez précisément.Typiquement, si nous utilisons troislignes de position ou plus, nous finironsavec un petit triangle plutôt qu’un seulpoint d’intersection. Nous sommessitués à l’intérieur de ce triangle (1).

Si nous avons deux récepteurs dansl’avion, un VOR et un ADF, deuxVORs ou deux ADFs, nous pouvonsétablir deux lignes de position à peuprès au même moment. Avec seulementun récepteur, il y aura un délai néces-saire entre chaque lecture, contribuant àune erreur inévitable. Normalement,ceci ne sera pas un gros problème à lavitesse à laquelle nous volons avec nospetits avions.

Pour générer un relèvement en util-isant plus d’un instrument de naviga-tion, développez une ligne de position àpartir de chaque référence, dessinez-lessur la carte, et observez où les lignes secroisent. Ceci est votre position.

Lors d’un vol VFR, si nous pouvonsnous localiser à l’intérieur d’unpérimètre de deux ou trois miles, lesréférences visuelles devraient aisémentfaire le reste du travail.

Si seulement un instrument de navi-

gation est à notre disposition, nous pou-vons quand même établir notre positionavec précision. Une méthode est d’utilis-er la règle de variation de 1/60: une dif-férence de un degré dans une trajectoired’une longueur de 60 miles nautiquesrésulte en une différence de position-nement d’un mile nautique. Cette règle

de base nous permet degénérer plusieurs relationsutiles (2).

Avec une seule stationVOR de référence, parexemple, nous pouvonsdévelopper une ligne deposition en déterminant leradial au-dessus duquelnous volons, faire unvirage de 80 degrés vers ledroite ou vers la gauche àpartir du cap directementvers le VOR, ce qui est laréciproque du radial,ensuite ajuster le OBS au

dix degrés le plus près à l’opposé duvirage effectué et notez le temps requispour centrer le CDI (3). Le changementd’azimut de 10 degrés est arbitraire;c’est juste pour simplifier notre prob-lème mathématique.

Si nous utilisons un NDB à titre deréférence, nous établissons une ligne deposition initiale en utilisant la queue del’aiguille pour indiquer la trajectoired’éloignement au-dessus de laquellenous volons. Virez et maintenez un capde 80 degrés à droite ou à gauche du capde rapprochement, la réciproque denotre ligne de position, et notez le tempsque cela nous prend pour voler à traversun changement de cap de 10 degrés enrelation avec la station.

Nous pouvons maintenant calculer ladistance de la station en utilisant la règlede 1 sur 60.

Nous utilisons la formule suivante: ladistance de la station est égale à notrevitesse multipliée par le nombre de min-utes en vol divisé par le nombre dedegrés entre les prises de cap.

Si vous voulez être un peu plus pré-cis, nous pouvons utiliser les secondesde vol divisées par 60 pour obtenir notrenombre de minutes. Si nous volons à100 nœuds, par exemple, et cela nous apris cinq minutes, 300 secondes, pourcouvrir 10 degrés de changement degisement relatif à notre point deréférence, nous sommes à une distance50 miles nautiques de la référence lelong de notre deuxième ligne de posi-tion (100 x 5/10 = 50) (4).

Pour nous localiser, pour “fixer notreposition”, nous mesurons 50 miles nau-tiques à partir de la station le long denotre deuxième ligne de position et nousvoilà. La clé, c’est d’être familier etconfortable avec la méthode par la pra-tique au sol avant de l’essayer en l’air.

Une autre méthode que nous pou-vons utiliser et qui nécessite un seulpoint de référence, un VOR, un NDB,ou un point visuel de référence, estd’établir une ligne de position à partirdu point de référence, dessiner la lignesur la carte et de voler à angle droit de laligne de position pendant six minutes,ou tout autre multiple de six minutes.Assurez-vous de maintenir un cap con-stant durant cette procédure.

Ensuite, établissez une seconde lignede position à partir du même point deréférence ou aide à la navigation. Jesuggère six minutes pour une bonne rai-son; je veux garder ça simple.

Apprendre à développer des lignes de position

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“Érudit envers le globe et lasphère, il se tient gravement

debout, et, avec son compas, ilmesure mers et mondes.”

― John Dryden

sécurité des volssécurité des vols

par AlexanderBurton

Du siège del’instructeur

• continuer sur la prochaine page


Nous avons maintenant deuxlignes de position dessinées surnotre carte. Nous avons aussinotre cap et la distance parcou-rue, sans tenir compte du vent.Les six minutes deviennentmaintenant très utiles afin deconserver les mathématiques auplus simple. À 90 nœuds, sanstenir compte des effets du vent,nous volerons neuf miles nau-tiques en six minutes; à 130nœuds, nous volerons 13 milesnautiques en six minutes (5).

Nous pouvons maintenanttransférer la distance et le capque nous avons volé sur notrecarte en partant de la premièreligne de position, peut-être enutilisant un crayon ou nos doigtspour représenter la distance.Cette distance à un cap particuli-er s’adaptera à un seul endroitentre les deux lignes de positiondivergentes.

Notre position actuelle est lepoint où notre ligne de déplace-ment touche la seconde ligne deposition. Essayez-le à quelquesreprises dans le confort de votrebureau et vous verrez commec’est simple.

Avec un VOR, un ADF ouune référence visuelle, nous pou-vons aussi utiliser quelques rela-tions géométriques simples pourdéterminer notre distance d’unpoint donné: un triangle droit à45 degrés possède deux côtéségaux; les côtés d’un triangledroit de 30 et 60 degrés ont unerelation spéciale dans leurslongueurs: 1, √3, 2. Le 1représente la base et le 2 l’hy-poténuse. Vous pourriez utiliser,bien sûr, les autres relations d’untriangle droit, ou même desfonctions trigonométriques, maisn’y allons pas trop fort ici.

Le problème du NDB ou de laréférence visuelle est un peu plussimple (moins de mathéma-tique), alors je vais donc me con-centrer à cela. En référence avecla relation du triangle droit à 45degrés, tournez l’avion jusqu’àce que le gisement relatif del’ADF ou le gisement relatif dela référence visuelle soit de 45ou de 315 degrés; notez votrecap et notez le temps (T1). Main-tenez ce cap jusqu’à au momentd’obtenir un gisement relatif de90 ou 270 degrés, un change-ment de 45 degrés dans le gise-ment; notez te temps (T2).

L’intervalle de temps quevous avez enregistré sera égalau temps requis pour volerjusqu’au point de référence àpartir de votre position à T2. Ladistance à la station, nécessairepour déterminer votre position,est la vitesse multipliée par letemps en minutes divisé par 60;par exemple, 12 minutes à 100nœuds représente un distance de20 miles nautiques (100 x 12/60= 20) (6). Dans cet exemple,votre position est 20 miles nau-tiques du point de référence lelong de votre seconde ligne deposition.

Pour utiliser les relations spé-ciales de dimension du triangle àangle droit de 30 degrés, établis-sez un gisement relatif de 60degrés ou 300 degrés; notezvotre cap et notez le temps (T1).Maintenez ce cap jusqu’aumoment d’obtenir un gisementde 90 ou 270 degrés, soit unchangement de 30 degrés dugisement, et notez le temps (T2).

Le temps pour voler jusqu’àla station de votre position à T2sera 1.7 (√3) fois l’intervalle detemps que vous avez enregistréentre T1 et T2.

Peut-être qu’une méthode unpeu plus simple utilisant l’ADFserait d’établir un gisement

relatif de soit 90 ou 270 degrés,noter le cap et le temps (T1),maintenir le cap jusqu’à ce quevotre gisement relatif soit de 120ou 240 degrés, et noter le temps(T2). De votre position à T2, letemps à la station sera deux foisle temps de T1 à T2.

Vous pouvez faire le calcul dedistance comme vous le feriezpour le triangle à 45 degrés.

Nous pouvons appliquer lesmêmes principes visuellement,aussi avec d’excellents résultats,et nous n’avons pas besoin d’uneborne électronique de navigationpour le faire.

Les marins qui ont fait un peude navigation côtière seront fam-iliers avec cette technique. Surun bateau, les marins utiliserontgénéralement une alidade (enanglais: pelorus) qui fournit ungisement relatif similaire àl’ADF à carte fixe ou un compasd’azimut qui fournit un gisementmagnétique. En mer, sans visionde la terre, un sextant, et avantcela un octant et avant cela unquadrant ont servi le même but:celui d’établir une ligne de posi-tion à partir du soleil, de la luneou d’une étoile.

La génération de mon père,avec l’aide de quelques calculssimples et d’une table de correc-tions, ont navigué des avions àtravers l’Atlantique jusqu’enEurope en utilisant un sextant.Normalement, nous n’apportonsaucun de ces instruments avecnous dans un aéronef, mais nouspouvons accomplir essentielle-ment la même fonction en util-isant notre carte, nos yeux, et unpeu d’imagination.

Orientez votre carte pour quece que vous voyez en dehors soitla même chose que ce que vousvoyez à l’intérieur: regardezdroit devant et agencez la carte àla direction du vol. Trouvez uncertain point de référence identi-fiable dans le champ visuel: unlac, un pont, un sommet de mon-tagne, une île. N’importe quelpoint fera l’affaire du momentque nous puissions le voir à l’ex-térieur et le retrouver sur notrecarte à l’intérieur.

Quel est le gisement relatif àpartir de votre avion de cetteréférence géographique? Est-ce

à gauche ou à droite? Vous pou-vez utiliser une rose des vents, sion est habile avec la carte, ouvous pouvez simplement obtenirun estimé raisonnable en util-isant la méthode de l’horloge enréférant au nez de l’avioncomme étant à 12h00: 01h00 est30 degrés; 10h00 est 300 degrés;15h30 est 105 degrés (3.5 x 30 =105) (7).

Vous pouvez traduire celadans sa réciproque en mettant uncrayon ou votre main sur la carteet en traçant une ligne partant dupoint de référence en utilisant legisement approprié. Vous avezétabli une ligne de position.

Si vous pouvez vous localiseren deçà de quelques miles, toutle reste devrait tomber en placefacilement. Pourquoi pas? Cen’est pas sorcier. Les gens ontutilisé avec succès ce genre detechnique de navigation depuisplus de 3 000 ans.

En jouant et en pratiquantavec les techniques pourdévelopper des lignes de posi-tion, visuellement comme élec-troniquement, dans un environ-nement sécuritaire et connu, celavous aidera à pratiquer l’utilisa-tion de ces techniques lorsquevous vous aventurerez dans desendroits non familiers. C’estbien de posséder quelques trucsd’extra dans sa manche, et c’estbien intéressant d’apprendrequelque chose de nouveau.

jNotes:1. Idéalement, l’angle d’in-

terception entre les lignes deposition provenant des points deréférence sera de 90 degrés. Siles points de référence sont tropprès l’un de l’autre, ou dansl’autre cas, trop loin l’un del’autre, l’angle d’interceptionformé par les lignes de positionsera trop grand (aigu) ou troppetit (oblique) pour déterminerune localisation ou une positionprécise. Vous pouvez facilementdessiner quelques triangles etconstater le problème. À mesureque les points de référence sontplus près ou plus loin l’un del’autre, l’erreur inévitable dansle gisement de vos lignes deposition est amplifiée.

Du siège de l’instructeur • continuer de la dernière page

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2. La distance entre les gise-ments/distance jusqu’à la station= degrés entre les gisements/60;la distance entre les gisements =vitesse x minutes de vol/60; ladistance à la station = vitessevraie x minutes de vol/degrésentre les gisements; le temps à lastation = 60 x minutes de volentre les gisements/degrés entreles gisements.

3. L’utilisation d’un virage de80 degrés établit une moyennedans la différence de cap entreles deux radiaux que nous allonsutiliser. Un cap de 90 degrés àpartir de notre premier radialtend à accentuer la différenceentre les radiaux des caps et aug-mente le facteur d’erreur dansles angles. Si vous dessinez leproblème, vous verrez ce que cecompromis tente d’accomplir.Toutefois, il n’y a pas raison des’exciter plus qu’il ne le faut àpropos des différences.

4. Bien que la formulerequière la vitesse vraie, auxvitesses et aux altitudes aux-quelles nous volons dans depetits avions VFR, je ne m’in-quièterais pas trop au sujet desconversions requises pourobtenir la vitesse vraie. Utilisezla vitesse indiquée et les chosesse règleront à l’intérieur de lim-ites avec lesquelles vous pouvezvivre facilement.

5. 100 nœuds = 100 milesnautiques en 60 minutes ou 10miles nautiques en 6 minutes.Ceci fonctionne pour toutevitesse. Le fait d’utiliser un plusgrand multiple de 6, par exemple12, fait simplement doubler ladistance parcourue en vol: 100nœuds = 200 miles nautique en120 minutes ou 20 miles nau-tiques en 12 minutes. Pour lespetits avions qui volent autourde 100 nœuds, 6 minutes seranormalement un temps suffisantpour produire des résultatsacceptables. Cette méthode, biensûr, ne tient pas compte de lavitesse au sol résultant de l’effetdu vent. Cependant, sur une dis-

tance raisonnablement courte, àmoins que le vent soit très fort,nous devrions être quand mêmecapables de produire des résul-tats satisfaisants. À moins quel’on soit en mission pour unbombardement de précision,nous avons seulement besoin denous localiser à l’intérieur d’unpérimètre raisonnable et ensuitede retourner en référencevisuelle.

6. Distance = 100 miles nau-tiques/heure x 1 heure/60 min-utes x 12 minutes = 20 milesnautiques. Ou, plus simplement,utilisez votre ordinateur à mainE6B pour calculer que 12 min-utes de vol à une vitesse de 100nœuds = 20 miles nautiques.

7. Position de l’horloge mul-tiplié par 30 = gisement vrai:deux heures multiplié par 30 =60 degrés vrai; position à 10heures multiplié par 30 = 300degrés vrai. Autrement, nouspouvons utiliser notre gisementrelatif et additionner cela à notrecap indiqué sur notre indicateurde position horizontale (enanglais: Horizontal SituationIndicator ou HSI), nous donnantainsi un gisement magnétiquepour aller ou revenir d’un pointde référence. C’est probable-ment plus facile de travaillerjuste avec des gisements vraissur la carte que de se soucier detraduire de vrai à magnétiquepour ensuite revenir à vrai.L’idée est de trouver notre posi-tion, pas nécessairementd’établir un cap particulier pourvoler. Une fois que nous avonsétabli notre position, nous pou-vons prendre des décisions àpropos des directions.

•Alexander Burton est un

instructeur de classe 1, un piloteexaminateur chez Coastal Pacif-ic Aviation, à Abbotsford, C.-B.,et un collaborateur régulierdans plusieurs publicationsaéronautiques au Canada et auxÉtats-Unis. Il peut être rejoint àl’adresse courriel suivante :[email protected]

Free listing for your aviation eventCOPA Flight provides free listings of aviation eventsas a service to the aviation industry. Please restrictsubmissions to 30 words or less and send them in bythe 1st of the month prior to publication. Send to:COPA Flight, On the Horizon, 71 Bank St., 7th Floor,Ottawa, ON, K1P 5N2; Fax: 613-236-8646 or E-mail:[email protected].

On the HorizonDate: ______________________________________________________________

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What’s ‘On the Horizon’


National Ultralight is now offering theChallenger Light Sport E Series. The new582-powered models EL-65 and ES-65incorporate key improvements of the topof the line Light Sport X Series at lowerprices comparable to earlier Challenger IImodels.

The new EL-65 is a long wing, two-seat, high power, high-lift aircraft wellsuited for amphibious floats, heavy loadsand high density altitudes.

The new ES-65 is a clip wing deriva-tive of the EL-65 with all the same fea-tures but with a wing four feet shorter.The ES-65 is optimized for people whowant speed on wheels or skis.

The EL-65 and ES-65 can carryimpressive payloads while delivering out-standing STOL performance.

The Challenger Light Sport X Seriesannounced in 2010 was originallydesigned expressly for Canadian missionsbut it quickly became the sales leaderworldwide. The XL-65 and XS-65 incor-porate numerous design enhancementsdriven by customer inputs. The new mod-els are easier to fly, faster in cruise, morerugged, more ergonomic and are eveneasier to assemble.

The new Challenger Light Sport EL-65 and ES-65 provide a more attainableentry point for those whose needs andbudgets are not up to the level of the morefully featured XL-65 and XS-65. In effectthe predecessor ChallengerII’s capabilities are signifi-cantly uplifted without uplift-ing the cost.

Available configurationsinclude faired wheels, tundrawheels, straight skis,wheel/skis, straight floats andamphibious floats. In thegrand Challenger tradition ofversatility, switching betweenconfigurations is quick andeasy.

582 Power Pack The new E Series models

are powered by the bespokeChallenger 582 Power Packwhich has been the numberone choice of owners since 2005. TheASTM certified Bombardier-Rotax 582Mod 99 Blue Head engine produces 30%more horsepower and 34% more torquethan its predecessor the 503. All this witha specific fuel consumption that’s 23%lower!

The oil injected 582 has proven itselfin Challengers over 10 years of real worlduse, delivering exceptional performance,excellent fuel economy and outstandingreliability in a wide range of conditionsand terrains throughout the extremes offour season climates. The acquisition out-lay is dramatically lower than for any air-craft in this class plus hourly operatingand maintenance costs are unbeatable.

New tapered tail, differential aileronsThe new E Series models have the

larger tapered vertical tail and differentialailerons of the XL-65 and XS-65. Theresult is easier, more conventional han-dling with much less rudder work, espe-cially in turbulence.

Importantly the new tail and aileroncombination strikes a balance betweenstability and manoeuvrability thus retain-ing the Challenger’s renowned crosswindcapabilities, side slipping prowess andease of handling on water and ice inwindy conditions.

Compared to the earlier Challenger IImodels the new tail is 10 inches higherand has 25% more side area whichincreases directional stability.

The aileron bell cranks have beenmodified so that the flaperons function asdifferential ailerons in the ratio 3 up to 2down thus reducing adverse yaw.

The new Challengers are even friend-lier to fly, especially for pilots accus-tomed to General Aviation aircraft such asCessna and Cherokee which require littleusage of the rudder pedals.

New easy-entry cabinThe new E Series also gets the

XL/XS easy-entry cabin. The wind-screen, doors and cockpit side rails have

been redesigned to make entry and exitmuch easier.

The windscreen is moved 4.5 inchesforward compared to previous ChallengerII models. This gives more room for thepilot to enter the front seat. The side railsare lower all the way from the front to theback to make the aircraft easier for pas-senger entry as well.

An optional hinged windscreen isavailable for larger pilots or those whohave mobility issues. The doors continueto be easily removable for that opencockpit feeling of freedom on warm sum-mer days.

Heavy load saddlesAll new Challenger Light Sport mod-

els come standard with the heavy loadsaddle kit. This greatly increases thestrength and durability of the attachmentof the main lift struts to the fuselagelongerons.

The saddles spread the forces the liftstruts exert on the main longerons over a

substantially larger surface area. Theyalso prevent movement at the interfacebetween the Rony brackets and the fuse-lage thus eliminating flexing when oper-ating on very rough surfaces.

A number of other less visible but noless important improvements have beenmigrated from the X Series to the ESeries. Beefier new steel tail post weld-ments accommodate the larger tubing inthe new vertical tail and withstand thegreater side loads from the increased area.

Rudder cables are 50% larger diameterand are re-routed through the fuselage forstraighter runs with less friction. Ruddercable turnbuckles are moved from rudderpedals aft to the rudder control horns foreasier access and adjustment.

New Canadian dollar pricingEffective immediately all Challengers

sold in Canada will be priced in Canadi-an dollars rather than U.S. dollars. Theobjective of the switch is to lessen theimpact of the Canadian dollar’s sharpdrop in the fall of 2014 when oil pricesplunged.

Key to the new fixed Canadian dollarprices is an algorithm which automatical-ly adjusts the factory’s U.S. Dollar prices.A discount is computed which increasesas the loonie decreases and vice versa.

The net effect is to make currency con-versions at the same exchange rate asexisted prior to the drop in the Loonie.This pricing structure stabilizes the pricein Canadian dollars and makes Chal-lengers substantially cheaper in Canadathan they would be if purchased in theUnited States or elsewhere.

Challenger quick-build kits can beacquired as a complete package (witheverything needed to go flying exceptpaint) or to spread out cash flow they maybe purchased as up to four sub kits (tail,wings, fuselage, engine). There is noadditional charge for the quick-build ver-sions. Builder assistance and completeprofessional assembly are available inCanada.

The Challenger Light Sport E SeriesEL-65 and ES-65 are shipping now.

Orders will be filled in the sequencereceived. The new Canadian dollar pric-ing applies to all Challenger models andis effective immediately.

For complete details visithttp://www.challenger.ca

For additional information contactBryan Quickmire of National UltralightInc. at 705-721-9811 or email [email protected] Dealer inquiries are invited.

New E-series Challengers sport lower prices

New EasyEntry Cabin.

Proven Challenger 582 Power Pack.

Light Sport Challengers are flying on every continent except Antarctica.


Holy fowler flaps, what’s that thingcoming towards me?! Cruising at 3500feet ASL, I was dawdling along at 110KIAS when out of nowhere, from theclear blue sky above, two o’clock high –a gargantuan bird materialized. He camestraight at me at Mach 1 – the size of aBD-5 but manoeuvring like a Steen Sky-bolt.

He dived towards me with such accu-racy that I ducked below the dashboardfor an instant. I popped up to see him passslightly below and far outboard of the leftwing of my C 172. I shoved my eyeballsback in and warily continued the east-bound flight, as I contemplated the horri-fying scenario of a kamikaze bird-strike.

Whew! It didn’t happen.The bird, a big, bold, baldeagle, recognizable by hisfeather comb-over, had thegood sense merely to threatenme.

I had the good sense tohave the landing light on andto maintain my course, altitudeand speed, knowing that noiseand lights frighten birds andthey generally dive whenabove 500 feet AGL.

Birds often respond to lightbeams with abrupt avoidancemanoeuvres, although onlylimited data suggest that pul-sating landing lights reducebird strikes. Sadly, they some-times misjudge their aerobatic manoeu-vring speed, or the velocity of the omi-nous aircraft and disaster results.

Let us avoid disaster by understandingwhat was going on in that little bird brain.Was I prey while aloft? No, aircraft arenot on the raptor diet! What I had donewas to intrude into a block of reserved air-space, the territory of a pair of eagles.When they are courting, nesting and rear-ing their young, activities which takeplace from autumn to late spring, eaglesjealously guard a specific staked-out terri-tory from the ground up.

They don’t bother to notify TransportCanada of the reserved airspace, leaving itup to the pilots of passing aircraft to makea mental NOTAM.

I read in an article by the late BruceMcKinnon, T-C’s wildlife control special-ist that strikes occur more frequently onrainy days. This increase might relate tothe greater abundance of invertebrate foodat the soil surface, which is appetizing forbirds. I think they’re talking about worms!

By the way, I found this story online,written by a guy working in a fish plant in

Alaska. It illustrates the veryspecific boundary of a terri-tory. While being chased byan eagle, he looked over hisshoulder, “and saw the eagleclosing in, when all of a sud-den, it came to a screechingstop, as if it hit a glass wall orreached some invisible

boundary.” The writer had been handling salmon

and therefore was seen by the eagle to bepoaching in its territory. But once drivenout of it, the eagle’s honour was satisfiedand the threat to the food supply wasgone. Just as importantly, the eagle didn’tintrude on a neighbouring raptor’s air-space.

In my own experience, I have been“attacked” four times so far in the last twoyears in the same place at the same alti-tude by the same eagle. How do I know itwas the same one? I don’t, but since theymate for life and usually return to thesame area every year, it’s a pretty goodguess. Their lifespan is about 20 years inthe wild, making their patrol zone a near-ly permanent seasonal NOTAM.

Bald eagles will stake out an area ofabout a mile all around a body of water,and they are quite picky; lakes must bemore than four square miles in surfacearea, wetlands greater than seven miles incircumference. Mile-long sections ofshoreline on oceans, lakes and rivers arealso claimed by Mr. and Mrs. Raptor and

these are actively defended as one of thepair sits in a lookout tree ready to drive offintruders.

They prefer trees at least 75 feet tallwith a clear view in all directions, just likean airport tower, from which they monitortheir circular patrol zone. Eagles love fish;it is their primary and natural diet, alongwith waterfowl, small deer, rabbits, otherbirds... dead stuff... and an occasionalhapless dog or pussycat.

They do their own hunting but areactually lazy by nature and don’t mindgrabbing someone else’s catch – there issuch a thing as the free lunch!

Their only real enemy is mankind –they monitor their airspace to keep outother raptors, not humans. It’s more aboutfood than anything. Thus the big bold baldeagle often tries to frighten away low alti-tude aeroplanes, not knowing they con-sume 100LL and are not competing forfood.

They don’t like to waste time and ener-gy on nothing; they mean business whenthey come at your aircraft. It’s even worseif you’re threatened by Mrs. Eagle – she’sconsiderably bigger than her old man andhas a deeper voice. He’s the one thatscreams!

And the farther north you go in Cana-da, the bigger the bald eagles are, withfemales weighing in at 14 pounds andhaving up to an eight-foot wingspan.That’s one big mother!

Although bald eagles may appear to

attack aircraft, it’s more likely that theyjust get careless soaring happily on a ther-mal, idly watching for food. It is not anattack but can be misinterpreted as suchwithout an understanding of eagle behav-iour.

Despite having eyesight significantlybetter than that of humans, they may behaving too much fun playing on the windand miss seeing a fast approaching planeuntil it’s too late to avoid a collision. Atthe last second, they do a barrel roll andthrow up their talons in a futile, menacingand defensive manoeuvre. It is alwaysfatal for the eagle and sadly, often fatal forthe airborne humans.

They will, however, deliberately seton small man-made intruders in their air-space. There are some pretty funnyonline videos of eagles attacking remotecontrolled aircraft. One eagle actuallycaught an autonomously slope-soaringdrone and flew away with it in his talons.It was examined and then abandoned bythe inquisitive raptor to the great relief ofthe Royal Melbourne Institute of Tech-nology research team whose micro-air-vehicle it was.

As an aside, there is a hilarious videoof a mother kangaroo bounding upwardsand punching the lights out of a camera-equipped UAV which was flying too closeto her joey! In both cases, nature exhibit-ed aerial supremacy over drones!

Collisions between aeroplanes andbald eagles are fortunately infrequentoccurrences considering the thousands ofeagles stooging around the skies. Whenlooking for food they generally flybetween 3,000 and 5,000 feet AGL at 20to 30 mph, but many bird strikes happenbetween 501 and 3,500 feet as aircraftand eagles are climbing.

Transport Canada advises avoidinghigh-speed flight below 3,500 feet AGL ineagle country. It is speed that contributesmore to the amount of damage than birdmass does. Eagles don’t want intruders asthey hunt and raise a family in their ownterritory. Be aware! See and avoid!

February in Canada – the bald eaglesare wheeling and cavorting in the sky astheir courtship reaches its peak, nestrepairing is almost finished, the first eggwill soon be laid and Wiarton Willie getsdragged from his burrow to make anotherunsophisticated weather prediction. Gofigure.

•Eleanor Eastick is a VFR recreational

pilot with a commercial pilot licence andhas been flying since 1993.She can becontacted via email: [email protected]

Eagle-eyed eagles I would avoid at all costs

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E

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Eagles mate for life and usually return to the same area every year. Theirlifespan is about 20 years in the wild.

by EleanorEastick

Ramblingsof arec pilot


Based on similar well-establishedprograms in the U.S., Plane-Crafters isnow offering the ultimate acceleratedplane-building experience north of theborder.

Designed for busy people short onspare-time, Plane-Crafters, a new“Build-Centre” in central Ontario,offers pilots a unique opportunity toassemble and taxi their own personal kitaircraft after just two weeks of work-shop time.

“We know and have demonstratedthat Zenith kits are quick and easy tobuild,” says Matt Heintz, Zenair CEO

and son of well-known Canadian lightaircraft designer Chris Heintz, “so we arenot surprised that Plane-Crafters is bas-ing its “Two-Week-Wonder” programson our popular two-seat Zodiac andSTOL designs.”

The two-week programs at Plane-Crafters put the owner-builder in chargeof the assembly process, but surroundshim/her with several experienced hands-on assistants at all times. This removestime-consuming hesitations and guess-work from of the process.

Sure enough, by the end of the pro-gram, the engine is fired-up and the

proud new owner can taxi the completedkitplane onto the adjacent taxiway.

The aircraft can then be taken homefor paint, cabin interior and final paper-work in preparation for the first flight.Completed aircraft can be registered inthe AULA (Advance ultralight) categoryor in the E-AB (Amateur-built) category,depending on the inspections completedduring the construction process.

Three different Zenair aircraft mod-els can be assembled through this pro-gram: The CH 750 STOL and Cruzermodels, as well as the low-wing ZodiacCH 650. A variety of engine choices are

possible, as well as a customized panel. Price for an aircraft built through the

Plane-Crafters program will varydepending on engine, avionics andinstalled options, but most will comewithin the $100,000 range (USD).

To help promote the program, Zenairis currently offering a $10,000 discounton advanced avionics packages.

For more information on the “Two-Week-Wonder” program, visitplanecrafters.com or contact Plane-Crafters at [email protected]; forinformation on the aircraft and/or avail-able options, see zenair.com

New program offers finished kitplanes in 14 days

Picturedfrom top:

TheZenairCruzer,

theZodiac,and theCH 701STOL.

‘Two-week-wonder’‘Two-week-wonder’


By Stu Simpson

Afriend of mine, whom I’llcall Tom (not his realname) recently put his

aircraft up for sale. It’s a goodairplane, reasonably priced, anddates from the late 1990s.

I got involved peripherallywhen I referred a potential buyerto Tom. The deal never wentthrough, but over the course ofthe negotiations Tom sought myadvice on several occasions.

Of course, I was happy to offerany insight I could since Tom’squite inexperienced at buying andselling airplanes. We all are untilwe’ve done it a few times.

There’s plenty of advice outthere on how to buy an airplane,but not as much on selling one. Ithought I would summarizeTom’s and my exchanges andoffer my experience on sellingrecreational airplanes to anyonewho might find it useful.

I’ve sold five airplanes in myairplane ownership career of 25years, and not one of them waseasy, but they all sold. The fourbiggest factors that determine howquickly your plane will sell are:

• How saleable the airplane is.It’s true, some airplanes are easierto sell than others. An airplanethat can carry passengers, in anyregistration category, is muchmore attractive than a single-seater. Period. Side-by-side seat-ing sells more quickly than tan-dem seating. Period. We pilotssimply love to share our flyingwith others. Very specialized orniche airplanes, such as superSTOL types or aerobatic planescan also be tough to move fromyour hangar.

• Selling a plane is a matter oftiming and there’s only a littlewe can do about that. Forinstance, it’s tough as hell to sella plane in the late fall and wintermonths in Canada. No big mys-tery there. And on top of that, theright buyer has to see it at theright time. That’s something aseller can’t control but can influ-ence. More on that later.

• Selling an airplane takespatience, especially when itcomes to recreational aircraft.Advertise, of course, but otherthan having everything ready torespond when you have aninquiry on the plane, there’s noth-ing else you can do. Airplanes arespecialty items and it’s a relative-ly small buyer’s market.

• Price. A smart buyer will

have a budget or a pricerange that works for them,and if your plane fits in thatbudget, and it’s what he’slooking for, and if he knowsabout your plane, you mighthave a chance. Tough economictimes mean fewer dollars tospend on toys. Ironically, a strongeconomy can also be a hindranceto selling recreational planessince buyers may have more dis-posable cash on hand and want tospend it on higher end aircraft.

Advertise. Start with yourlocal flying club and maybeneighbouring ones. Also make upposters including clear large pho-tos of the plane plus your contactinformation, and post them atevery airport you can get to.Leave at least one in your planeand have it visible in a windowanytime your plane is on a rampsomewhere. You might just bereaching the guy who buys yourplane.

Advertise online and inCOPA’s Canadian Plane Trade.Once you’ve placed your ads, beready for inquiries (educateyourself on what a scam lookslike) and to send a sales packageabout your plane.

Yoursales package should

include a very detailed documentabout the plane. No detail is toosmall to include. Cover all thefollowing things:

• The plane’s history, rightfrom the kit and where it camefrom. Include who built it, whenit was granted a permit to fly, andwhere that all happened. Includeany info on the builder(s), like ifhe or she was an aircraft engineer,an experienced builder and thiswas their third or fourth plane;that sort of thing. This speaks tothe plane’s overall integrity andthe depth of its history.

• Cover themaintenance and/or upgrade

history. Include things likeinstruments, radios, prop, enginechanges and major engine or air-frame work. Talk about who didthe work, especially if it was aprofessional or very experiencedamateur. Again, this informationadds value and credibility to theplane and to you as an honestseller for providing it.

• Talk about how the aircrafthas been kept. Has it alwayslived in a dry climate or kept in aheated or dry hangar?

• How has the airplane beenused? Has it been used in a flightschool, or just for personal use?How often has it been flown?Sitting idle is very hard on aplane. The log books will showthe periods of inactivity so beprepared to address that if youhave to.

• Talk about the quality of thelog keeping. That can add a lot ofvalue and confidence for a buyer.

• Talk about any current main-tenance issues. When was thelast annual done and who did it?Anything a buyer will want toknow about such as the fabric,engine condition or any corro-sion issues should be addressedin your document. Again, thisshows your honesty and it nar-rows down your buyer list. Noreasonable buyer expects anolder and well-used plane to bein factory new condition. If theydo, and I’ve dealt with a few likethat, they’re going to waste bothyour time and theirs.

• Talk about the flying charac-teristics. How does it fly? Forexample, do you have to lead aturn slightly with rudder; what isthe takeoff distance and climbrate at various configurations,

temperatures and runway/fieldsurfaces? Talk about your expe-rience with its special capabili-ties like STOL or aerobatics, itsruggedness, comfort and loadcarrying.

• If it’s relevant, highlight thefact that it can carry two peo-ple, and if it’s a homebuilt, thatan owner can do their ownmaintenance.

• Conversely, if the planeis a basic ultralight, mentionthat, too, and the fact it can-

not legally carry a passenger. Allthe planes I’ve sold have beenULs and making this point to apotential buyer up front hassaved me, and them, no end oftime and grief if they were look-ing for something to take up abuddy. Better to make all thatclear early on.

• If the plane has a Rotax 912series engine, some people look-ing at your ads will have little orno experience with it. This isespecially true of older pilotswho are stepping down fromheavier iron to something a littlemore affordable. Inform themthat it is a four-stroke enginewith every bit of reliability andlongevity as a Continental orLycoming, but with lighterweight and better fuel efficiency.Highlight the fact that a versionof the 912 is used in militarydrones and that parts are easilyavailable.

• Talk about how much funyour plane is to fly and what youcan do with it. Give examples ofyour airplane type’s capabilities.For instance, when I sold myMerlin, I bragged about how Iflew it to San Francisco andback, as well as to so many otherplaces. It really made an impact.

• Also direct them to links onYouTube. I did this for my Mer-lin sales pitch and highlightedanother pilot’s Merlin videos, aswell as my own. You’ll be email-ing this document, so it’s easy tocopy and paste the links into thedocument.

• Also address why you’reselling the plane. Everyone has adifferent reason. There may bechanges in your life or financialsituation. Perhaps you want tomove on to a different airplane.

Selling your airplane? Here’s some advice



Maybe you’re just not flying itenough and don’t want to seesuch a good plane sit idle.

Your reasons are your own,and you don’t have to go intoprivate details, but a buyer isdefinitely going to ask.

• Include lots of photos inyour document that show detail.Small, hard to see pictures willjust mean a potential buyer willask you for better ones, whichwill eat up more of your timeand cause concerns about yourcredibility. He may also move onto another buyer. Ifyou don’t knowhow to includephotos in a docu-ment, or how toemail them withthe document, findsomeone to helpyou with it. Quitefrankly, buyersvery much expectemailed photos tobe available rightaway.

• Talk aboutyour pricing andhow negotiable it isor isn’t. Be up frontabout yourthoughts on peopletrying to low-ballyou. That willweed out a bunchof guys right offthe top.

Remember, a deficiency inthe airplane is not necessarily adeal breaker. It may provideroom for negotiation, but beingup front about it speaks volumesabout your honesty in the dealand inspires so much more con-fidence in a buyer. That’sabsolutely crucial in selling anairplane.

The whole point of this docu-ment is to try and answer upfront all the questions a prospec-tive buyer will have. You need tobe open and honest about theplane right from the startbecause if it comes out later thatsomething was hidden or mis-represented a few things willhappen.

One, you lose credibility, andyou won’t get it back. Two, thebuyer will be scared wonderingwhat else is not being madeclear. And three, you will bothhave wasted a lot of time.Besides, if you’re honest youdon’t have to remember any-thing but the truth, which is easy.

It can take a while to put allthis together, but it’s very wellworth it and it actually allowsyou to take much better stock ofthe airplane, too. It’s surprisinghow valuable that can be when

you’re selling aplane.

A buyer maywant a pre-pur-chase inspection.You may considerpaying for thisyourself andincluding it in theprice of the plane.That way, it’salready done andsaves a lot of time.

Highlight thisfact in your salesdocument andmake sure it’s doneby a professionalwho can be acces-sible to a buyerwho wants to speakto the engineer. Tryand choose onewho knows theplane well.

When you have an inquiry onthe plane simply send this pre-packaged document. The personinquiring will read it and will beimpressed at your level of thor-oughness and preparedness, aswell as the amount of informa-tion you provide. Then, they’lleither be further interested or not.Either way, you’ve saved your-self a whole bunch of time andhelped narrow down the field ofpotential buyers quite well.

The buyer will then contactyou again if they want to con-firm something, have more ques-tions, or wants to see the planeand/or go for a ride. Then youcan take it from there.

Good luck with the sale!

Selling tips • continued from previous page

“Being upfront speaksvolumes

about yourhonesty andinspires somuch moreconfidencein a buyer.”

Last month this column wasdevoted to “My Favourite Air-plane”. My favourite airplanefrom when I was a kid duringWWII was, and still is, the Spit-fire. Have not flown one andnever will but it still stirs myimagination.

Got a lot of time on the Aeron-ca 7-AC, on wheels and skis.Wheels were fine, but on skis, insoft and/or deep snow, it was anexercise in pushing to get it mov-ing and then jump in quicklybefore it got away on you.

If there was a student or pas-senger, guess who got to do thepushing? The 65-horsepowerAeronca Chief was a neat littletwo-place, side-by-side. A fel-low, 65 years of age, decided hewas going to learn to fly. His twoboys each had their license andhe thought he should do thesame. Bought the Chief and gotthe Flying Club to teach him onhis own airplane.

He took a little longer to feelcomfortable going solo but oncehe did he went on to get his PPL-A and then sold the Chief.Bought himself a Colt so hecould go a little faster! He did alot of cross-country flying in thatairplane. Good for him!

Talking about skis, the TigerMoth on toboggan-like skis, withbrass bottoms, was the best –with power enough to get thingsmoving and the skis stayed most-ly on top of the snow.

The J-3 was a good airplanefor bouncing around on the

rough snow that was blown intorock-hard drifts. With a bit ofwind on the nose you could getout and fly. The J-5 on skis was,to be kind, not very good as itlacked the power.

The Luscombe on wheels wasa good airplane on which tolearn to fly as it kept you on yourtoes during take-off and landing.With a 65-horsepower engine,no electrics and very basicinstruments, it was as basic asyou could get after WWII. In theair it was smooth and fast. Sever-al students got their licenses onthis airplane and loved it.

Somewhere in this mix theErcoupe showed up with itslinked controls and no rudderpedals. Man, that airplane wasgreat in windy situations as Ifound out in Lethbridge with its60 mph winds.

Forney began building theFornaire, with or without rudderpedals. I picked up a couple ofbrand new ones from FortCollins and delivered them toCanadian buyers. Some pilotsliked three-control while othersliked no pedals.

The Stinson 108-3 with thebig fin and rudder was the Cadil-lac of the air for a while. Had theFranklin engine which had thesmall spark plugs which gotfouled quickly due to the lead inthe gas. This resulted in a veryrough-running engine when twoor three plugs decided to take aholiday.

When the plugs fouled you

had to reduce power and land.Best bet was to carry a sparkplug wrench and a spare set ofplugs in case you got caughtaway from base.

That big fin and rudder was abig fat problem while taxiing inhigh winds if you had to turn.You quite often did not haveenough brake and rudder to getturned, in which case someonehad to get out to push!

Got some time on the CessnaT-50 Crane. Two Jacobs, if Iremember correctly. A lot ofthese airplanes trained a lot ofpilots in the British Common-wealth Air Training Plan. Somewere sold to civilian buyers afterthe war but did not last long asmore modern types came along.It was nice to get some twin-engine time on it though.

I still have not figured outwhich was my favourite airplaneso I will have another go nextmonth. In the meantime, if youare looking for information onbuilding your own airplane,check out this website:www.canada.eaachapter.org

•Rem Walker learned to fly in

1946. His first project was aJodel D-9 CF-PFB started in1958 and flying in 1963. Mostrecent completion is a joint proj-ect with Bob Meyer, a 1929Gipsy Moth completed and flownin 2005. You may contact Rem at2348 Garnet Street, Regina,Sask., S4T 3A2. Tel.: 306-352-6442; Fax: 306-565-0694.

Still trying to figure outmy favourite of all time

COPA Costco fi ller c and b

Special Costco Membership Offer for the members of the Canadian Owners and Pilots Association

Go to the COPA website to download and print o� the o� er and bring it in to any Canadian Costco warehouse along with your membership fee and receive a $10 Costco Cash Card when you sign up for a Costco Gold Star or Executive Membership.* You can also sign up online at Costco.ca using the promotion code “EXEC39” for Executive Membership or “GSWEB65” for Gold Star Membership at the checkout. This o� er is valid for new Costco memberships only and expires April 30, 2016. Visit your local Costco warehouse for thousands of high-quality, brand-name products and services.

Special Costco Membership Offer for the members of the Canadian Owners and Pilots Association

Go to the COPA website to download and print o� the o� er and bring it in to any Canadian Costco warehouse along with your membership fee and receive a $10 Costco Cash Card when you sign up for a Costco Gold Star or Executive Membership.* You can also sign up online at Costco.ca using the promotion code “EXEC39” for Executive Membership or “GSWEB65” for Gold Star Membership at the checkout. This o� er is valid for new Costco memberships only and expires April 30, 2016. Visit your local Costco warehouse for thousands of high-quality, brand-name products and services.

by Rem Walker

Rem’sreport

At left:VintageWings ofCanada’sSupermarineSpitfire.

PhotocourtesyGustavoCorujo


Before I learned to fly, I recall hear-ing people say that my chances of beinghit by a car and killed were higher thandying in a plane crash.

My flying lessons were in the winterof 1971-72 in the cold northern city ofPrince George, B.C. The icy roads madeit a whole lot more dangerous to drive tothe airport than for me as a student pilotto be flying above the traffic.

Another popular idea tossed around alot, actually as a joke goes somethinglike: Aviation is absolutely safe…we’ve not left anyone up there yet.More on our safety record later in thisarticle.

The truth is… there has probablynever been a year gone by without atleast one death in an air crash. That isunless we count the five years followingthe Wright brothers’ first flight in 1903.It wasn’t until 1908 that someone diedin an airplane crash. And oddly enough,that plane was flown by Orville Wright.

Since that very first (12second) flight, the Wrightbrothers were demonstratingtheir primitive aircraft allover the United States. Buton the fateful day, Orvillewas giving demonstrations inVirginia to the U.S. Army.His passenger was 26-year-old Lieutenant Thomas Self-ridge as he flew before acrowd of 2,000 people.

Wright flew three lapsover the army camp paradeground at approximately 150feet when the plane beganshaking. He tried shuttingdown the engines and hopedto glide to the ground. How-ever the plane would not respond tosteering. He lost control as the planenose-dived from about 75 feet.Orville was disentangled from the crashfirst. He was bloody but conscious. Sel-fridge wasn’t so lucky. When he wasfinally dislodged from the wreckage, hewas unconscious. He died that night atthe hospital.

Orville had escaped death, but he hada broken leg, several broken ribs, cutson his head, and many bruises.

A mechanical failure was deter-mined to be the cause of the accident.One propeller had broken due to exces-sive vibration, having been clipped by abracing wire that held the tail in place.With two feet breaking off the prop, andwire being torn from its fastening in therudder, the tail collapsed, and sent theairplane into a deadly dive.

Orville lived with pain in his hipsuntil he finally passed away in 1948, afull 40 years after piloting the world’sfirst fatal plane crash. Brother Wilberhad died in 1912.

On the other hand, we cancelebrate this

In the many years since that firstrecorded airplane death, no other formof transportation is as scrutinized,investigated and monitored as commer-

cial aviation. Rationally,most travelers realize this.

But, there are thosewho are unable to accept itat the core of their con-scious fear reserves. I willtry to help chip away atthose ideas that still holdon to and frighten thenervous flyers among us.

During the last 50 yearsthe accident rate in com-mercial jet aircraft hasdeclined sharply from

approximately 5.0, to just 0.35 per mil-lion departures (according to BoeingCommercial Airplanes, 2013). Thegraph shows how dramatically the num-ber of fatal accidents has declined since1950.

One reason for this decline is relia-bility and structural integrity of modernaircraft has improved, so the number of

accidents resulting from engineeringfailures has reduced dramatically.

Human error is now the principalthreat to flight safety: it is estimated thatup to 75 per cent of all aircraft accidentsnow have a major ‘human factors’ com-ponent (Civil Aviation Authority, 2013).

Perhaps you have occasionally takenthe train believing that it would besafer. Think again. Based on train acci-dents over 20 years, your chances ofdying on a transcontinental train jour-ney are one in a million. Those aregreat odds, mind you. But flying coast-to-coast is many times safer than mak-ing the trip by train.

How about driving, our typicalform of transportation? In 2013, auto-mobile deaths reached about 93 perday in the U.S. It doesn’t sound likemuch, but that’s every single day for atotal of 32,719 that year. That is downabout 14,000 from just a few years

before. As in aviation, travel by road issafer now too.

The U.S. hasn’t seen a large airlinercrash with major loss of life since 2001,when American Airlines Flight 587slammed into the Queens neighborhoodof Belle Harbor, New York, killing 265.

More recently, 49 died in 2006 in thetakeoff crash of a regional jet in Ken-tucky. In Buffalo, New York, 50 died inanother regional plane crash in 2009.The 2014 crash landing in San Francis-co of Asiana Airlines resulted in threedeaths. Worldwide statistics show simi-lar positive trends.

Many incidents in the past have ledto safer flying conditions for us today,as a result of improvements and changesto protocol, laws and to technology inplanes. These helped pave the way tomaking 2013 one of the safest years inaviation history according to the Avia-tion Safety Network, with only 29known accidents worldwide and 265fatalities – the 10-year average is 720fatalities per year (Acts of terrorism arenot counted in the stats).

There’s no avoiding air travel. It isfairly safe to say that in the comingyears and decades, there will be moreand more airliners in service, carryingan ever-increasing number of passen-gers. And with a safety record that isbetter than any other form of transporta-tion, including walking (per mile trav-eled) fear should not be among the rea-sons to shy away from it. We have comea long way since the prop failed onOrville Wright’s airplane.

•Barry is a former broadcaster and

ambulance paramedic. He is a commer-cial pilot, has owned several aircraftand pursues interests including writingon various topics at his home in Vernon,B.C. Contact him at [email protected]

An aviation first that no one is happy about

The graph shows dramatic decrease in number of fatal accidents since 1950.From a

pilot’sperspectiveby Barry Meek

Aviation is absolutely safe… we’ve not left anyone up there yet.

Buying or Selling?Canadian Plane Trade

features more Canadian aircraftclassified listings to more flyersthan any other monthly tabloid.

Canadian Plane Trade Classifieds Now online for even more value.

www.copanational.org

March 5, Ottawa, ON (CPL3): Ottawa-Rideau Chapter's RAA4928 14th Annual Ski Fly-in at the Rideau Valley Air-park. Co-ordinates 45° 06’ N, 075° 38’�W. Talk-in on 123.4 Mhz. Home-cooked food will be served from 1100 until 1400 hrs. Public wel-come. Drive-ins: The field is south of Dilworth Road at the RideauRiver, take the Dilworth exit off Hwy 416. For more information orfor field conditions before leaving, please contact Larry Rowan at613-489-2332.

ON THE HORIZON

Last minute addition

JanuaryFredericksburg, VA, USA: January 2-April 1 applications accepted – 2016 AirRace Classic hosted by Terry Nitz, BobbiBoucher, and EAA 1099. This Air Race isheld in the United States for 4 days,females only, pilot and co-pilot will travel2500 miles VFR, day light only. 110entrants accepted or 55 aircraft will beallowed to enter. To get your Air RaceEntry Package go to [email protected] more info available online at Air Race Classic The Early Birdsget the best position.

January 28, Winnipeg, MB: COPAFlight 35 Rust Remover from 1900hrsthe ANAF Veterans Hall, 3584 PortageAvenue, Winnipeg.

February

February 3, Lindsay, ON: TheKawartha Lakes Flying Club/COPAFlight 101 will have special guest speak-er Dominik Ochmanek from ForeFlight -Pilot Support Team Toronto. The Fore-Flight 201 Advanced Flying Seminar willdiscuss the basics of this program andhow to get the most out of it. All are wel-come to the meeting which will takeplace at Lindsay Collegiate and Voca-tional Institute, 260 Kent Street West,starting at 1900 hrs. Enter through thecafeteria’s east door. For more informa-tion, please contact Bob Burns Presidentof the Kawartha Lakes Flying Club, [email protected] orwww.klfc.ca

February 13, Midland/Huronia, ON,CYEE: RAA Chapter - Ski Fly-In(Wheels also welcome) from 0900 till1400 hrs for coffee, hot chocolate,

peameal burgers, and chili. Temporarysnow-packed runway will be available onwest side of runway 16/34. Fuel discountin effect. Unicom 122.85. For furtherinformation, please contact Bob Gow at705-549-2894, Ray McNally at 705-533-4998, airport at 705-526-8086 [email protected]

February 27-28, Lac La Biche, AB:COPA Flight 165 Ice Fly-In and WinterFestival Of Speed. Land your wheeledaircraft on a prepared ice runway or onskis next to the runway. Ice conditionsvary therefore exact location TBD nearCYLB on Lac La Biche Lake. Watch car,snowmobile, and motorcycle races. Fre-quency 123.20. Phone for runway condi-tions/procedures prior to take-off. Checkout www.laclabicheflyingclub.ca fordetails. For more information, pleasecontact Oriana 780-213-4647 [email protected]

February 27, Ottawa River, ON: Mo’s27th Fly-In 2016. COPA Flight 169 willstart at 10:00 a.m. Located on the Que-bec side, 1 mile west of the OttawaVOR. Co-ordinates 45 26’ 57” N, 75 55’48” W, runway 3500 x l00’, 34-16.Ground frequency 122.75 MHz and air123.20 MHz. Ski landing recommended.Weather permitting, a runway will beplowed, landing is at your own risk. Formore information, please contact Mau-rice Prud-Homme at 819-682-5273.

27 février, rivière Outaouais, ON: Mo’s27th Fly-In 2016. Escadrilles COPA 169comencera à 10:00 a.m. Coté QC, 1mille a I’ouest du VOR d’Ottawa. Coor-données 45 26’ 57” N, 75 55’ 48” W.Fréquence 122.75 MHz et pour air123.20 MHz, piste 3500 x 100 pi, 34-16.Atterrissage sur skis recommandé. Unepiste d’atterrissage pour avions sur

roues sera deblayee si la temperature Iepermet. Atterrissage avos risques. Pourplus information, appelez Maurice Prud-Homme, 819-682-5273.

28 February, Cobden, ON: COPA Fight124, Champlain Flying Club, hosts theirannual “Ski Plane” Winter Fly-in, 1000 –1400 hrs at the Bruce McPhail MemorialAirfield, Cobden. CPF4 in the Flt Supp.Beans and chili with all the fixings and bev-erages. For information, please contactBob McDonald at 613-432-8496 [email protected]

April April 11-23: Governor General’s CupCaribbean Air Rally 7th edition: Host-ed by the islands of Turks and Caicos, St-Croix USVI, Martinique, Antigua, TortolaBVI and San Salvador Bahamas. Full pro-gram at www.airrally.com

April 9-13, CUBA: Seminar hosted bythe Cuban Civil Aviation authorities.The Rally aims at: increasing aware-ness, familiarizing pilots with flying pro-cedures while being exposed to contin-uously changing flying conditions. Pilotsincrease their capacity and confidenceto travel beyond their present bound-aries to safely explore new territories.Departure point: FXE: Fort Lauderdale,Florida. For more information, pleasecontact [email protected] or 450-969-2247.

April 13, Sarnia, ON: COPA Flight 7 willhost a Transport Canada Rust RemoverSeminar on the Wednesday. Seminar tobegin at 1900 hrs at the 403 Wing (NavyClub) 1420 Lougar Ave, Sarnia. For fur-ther information, please contact ChrisSchooley at 519-542-4555.

April 23, Killam/Sedgewick, AB(CEK6): COPA Flight 157 COPA ForKids Event from 0800 until 1700 hrs.

Rain date 24. Formore information,please contactShelley Wakefield

at 780-384-2026 or [email protected]

May May 01, Penticton, BC (CYYF): COPAFlight 50 COPA For Kids Event from

0900 until 1200hrs. Visit our web-site www.pentic-tonf ly ingclubco-

pa50.com or for more information,please contact Don Hudgeon at 250-494-9042, or [email protected]

May 15, Princeton, BC (CYDC): COPAFlight 50 COPA For Kids Event from

0900 until 1200hrs. Visit our web-site www.pentic-tonf ly ingclubco-

pa50.com or for more information,please contact Don Hudgeon at 250-494-9042, or [email protected]


Onthe

24 CANADIAN FLIGHT JULY 2002

Onthe

Onthe

Onthe

Note: Events headed bya COPA logo denote COPA

National or COPA Flight events.

Mo’s 27th Fly-In will start at 10 a.m. on Saturday, Feb. 27, located on the Quebec side of the Ottawa River.Co-ordinates 45 26’ 57” N, 75 55’ 48” W, runway 3500 x l00’, 34-16. Ground frequency 122.75 MHz andair 123.20 MHz. Ski landing recommended. Weather permitting, a runway will be plowed – landing is atyour own risk. For more information, please contact Maurice Prud-Homme at 819-682-5273.



May 22, Westlock, AB (CES4): COPAFlight 61 and St. Albert Flying Club FunFly and BBQ. Join us for a fun flyingevent and BBQ. Pilot briefing 0900 hrsin terminal building. Rain date Monday,May 23. For more information, pleaseemail [email protected]

May 28, Ponoka, AB (CEH3): COPAFlight 187 COPA For Kids Event from

1000 until 1500hrs.For more informa-tion, please contactPerry Wilson at

403-783-4510 or [email protected]

June

June 4, Lacombe, AB (CEG3): COPAFlight 155 Fly-In, Drive-In Breakfast,0800 hrs until noon. Co-ordinates: N5228 18, W113 42 44. For more informa-tion, please contact Dave Scott at 403-350-4598 or [email protected]

June 4, Kelowna, BC (CYLW): COPAFlight 36 COPA For Kids Event from

0800 until 1400 hrs.Rain date June 5.For more informa-tion, please visit

[email protected] or contactCharlene Wowchuk at 250-766-0622 [email protected]

June 5, Carman, MB: The Annual Car-man (South) Airport day will be heldSunday, June 5, 2016. More details TBAin the coming months. For more informa-tion, please phone 204-745-3122.

June 19-24, Prescott, AZ, USA: 40thAnnual Air Race Classic. This race start-ed in 1929 with 20 lady pilots, it wascalled the Powder-Puff Derby. Allengines to between 150 to 570 hp. Eachaircraft is assigned a handicap. The top10 purse is currently at $15,000. The2016 Race starts in Prescott, AZ and fin-ished in Fairhope, AL. Limit of 55 aircraftentrants. A U.S. Airman’s License, validmedical, and current CofA. Safetyinspection of each aircraft prior to depar-ture! Heaquarters Air Race Classic, Ltd.29604 - 179th Place, S.E. Kent, WA,98042. See www.airraceclassic.org

June 19th, Morinville, AB (CMN6):COPA Flight 61 Mike’s Father’s Day Fly-In Breakfast, 0800 to 1100 hrs. For infor-mation, please email [email protected]

June 24-25, Yarmouth, NS: COPA Con-vention and Annual General Meeting.More details to come.

June 25 - 26, Sherbrooke, QC (CYSC):Les Faucheurs de Marguerites, COPAFlight 37, is proud to invite all COPAmembers and the aviation community toits annual fly-in. A lot of aircraft of allkinds, fly market, static displays, work-shops, (metal, composite, weight & bal-ance), exciting conferences/seminars,homebuilt / aircraft restoration contest,commercial exhibits, aircraft manufactur-ers, aircraft clubs, Saturday night: spe-cial dinner followed by dancing, free on-site camping. A lot of fun! For more infor-mation, please contact: Real Paquette819-878-3998; send us an email at [email protected] or visit ourwebsite at www.lesfaucheurs.com

25-26 Juin, Sherbrooke, QC (CYSC):Les Faucheurs de Marguerites, COPAFlight 37, est fier d’inviter tous les mem-bres de COPA et toute la communautéd’aviation sportive du Canada et desUSA à son rendez-vous aérien annuel,tenu à l’aéroport de Sherbrooke. Aumenu : beaucoup d’aéronefs de toutessortes, marché aux puces, avions en

démonstration statique, ateliers de con-struction (composite, métal, poids etcentrage), conférences et séminaires,concours de construction/restaurationd’aéronefs, comptoirs commerciaux,manufacturiers d’avions, clubs d’avia-tion, souper-party du samedi soir,restaurant sur place. Tours d’avions ethélicoptères disponibles. Camping gra-tuit sur place. Beaucoup de plaisir! Pourplus d’information, visitez notre siteinternet www.lesfaucheurs.com;envoyez-nous un courriel à les-

[email protected]; ou appelezRéal Paquette au 819-878-3998.

June 25, Penticton, BC, (CYYF): thePenticton Flying Club / COPA 50 Invitesyou to our Fly-In or Drive-In Breakfastfrom 0900 hrs to noon. Mark your calen-dars! More details to be announced inthe coming months. For information,please email [email protected] ortel.: 250-460-1577.

JulyJuly 9, Midland/Huronia, ON, CYEE:Annual RAA Northern Regional Fly-In(NRFI) hosted by the Midland chapter. ATransport Canada seminar is scheduledfor 1000 hrs. Zenair and the MidlandModel Railway Association, both locatedon the field, will hold coincident openhouses, Unicom 122.85. Antique/Classiccars and motorcycles on display. Break-fast and lunch will be available. For infor-mation, please contact Rob MacDonald

at 705-549-1964, Ray McNally at 705-717-2399, Midland airport at 705-526-8086 or [email protected]

July 16, Vernon, BC (CYVK): COPAFlight 65 COPA For Kids Event from

0800 until 1200hrs. Rain date July17. Visit our web-site at www.ver-

nonflyingclub.org or for more informa-tion, contact Stuart at 250-307-4113,[email protected]

Onthe

24 CANADIAN FLIGHT JULY 2002

Onthe

Onthe

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• continued from previous page

Calgary, AB: The Aerobatic Club of Alberta would like to invite you to our month-ly meeting which occurs at 7:30 p.m. the second Tuesday of each month. Gettogether and socialize with others who; have a casual interest or curiosity in aer-obatics and aerobatic aircraft, occasionally conduct an aerobatic manoeuvre orare currently pursuing aerobatic competition. We meet to discuss various clubevents, aerobatic training, aircraft and participate in various social activities.Location of the monthly meeting does change so please visit our web sitehttp://www.patspencer.ca/drupal/node/15 for details and more information aboutthe club, events, contest results/photos and contact information.

Charlottetown, PEI (CYYG): COPA Flight 57/PEI Flying Assoc. Every Saturdayat 8:00 a.m. join our members for breakfast at Razzy’sRoadhouse, 161 St. Peters Rd., Charlottetown. Toarrange a ride from Apron 2, call Brian at 902-626-6963 or Barry 902-626-5882,[email protected]

Edenvale, ON (CNV8): Every Thursday from January 5-December 15, theEdenvale Classic Aircraft Foundation restoration shop is open and we inviteeveryone to fly over, or drive by and pay a visit. Membership flights are availablein all our tail-dragger aircraft, including the Tiger Moth and Fairchild Cornell. Formore information, contact Bryan Quickmire at 705-818-2223 or [email protected]. Visit our website at www.classicaircraft.ca.

Edmonton, AB: COPA Flight 176 regular monthly meeting. 1st Thursday of themonth at 19:30 held at the Alberta Aviation Museum –11410 Kingsway Avenue NW in the lecture area. Formore information, please see our website or contact Janis at [email protected]

Estevan, SK (CYEN): Regular COPA Flight/ Flying Club Meeting, held 1st Tues-day of even numbered months, February, April, June,etc. at 7:30 p.m. in main terminal building. For moreinformation, please contact Neal Linthicum at 306-421-7629 or [email protected]

Havelock, NB: COPA 27/ The Havelock Flying Club invites you to fly in or drivein for breakfast any Sunday of the year. On any Sunday during the month ofOctober present your journey log book to enter our 2016competition. Our winner will be announced on Sunday,Nov. 6/16. The pilot flying to the most locations noted in COPAs “Places to Fly”section as verified by his Journey Log will receive the 2016 Delbert AlwardMemorial Cup. Please note we cannot accept faxed or emailed entries or wecan't meet you at any other location. Simply fly in, enjoy breakfast, and enter towin. For more information, please contact Steve Eastwick [email protected] or 506-386-4120.

High River, AB (CEN4): First Thursday of every month at the 187 SquadronRoyal Canadian Air Cadet Hangar the EAA Chapter 1410 has their monthly meet-ing 18:30 - 21:00. Whether you have a casual interest in aviation, you are anactive pilot, or you are an avid homebuilder of aircraft, we offer the chance to meetothers who combine fun with learning. We meet to learn from informative speak-ers, participate in various social activities, and are active in the flying community.Come by and visit! Please contact Paul evenings at 403-271-5330 or [email protected]. Visit our website at www.eaahighriver.org for more details.

Kelowna, BC (CYLW): COPA Flight 36, Kelowna Flying Club, Apron III EventGeneral Meeting, 1st Tuesday of each month. Pre-meeting BBQ starts at 18:30;meeting starts at 19:00. Join us for news and updates,guest speakers and fellowship! For more information,please contact Daryl Nelson at [email protected] or go to our websiteat http://kelownaflyingclub.com

Lethbridge, AB: The Lethbridge Sport Flyers, COPA Flight 24 would like toinvite you to our weekly Saturday morning breakfast, 7:30a.m. held at Smitty’s Pancake House, 2053 Magrath Dr. S.in Lethbridge, Alberta. We encourage you to call ahead if you’re in the area. Ifyou catch us at a Fly-In instead please feel welcome to join us there. All of ouractivities including the postings of our monthly meetings can be found on ourEvent Calendar at http://www.lethbridgesportflyers.com. To contact us, pleasecall our club President, Mic Thiessen at 403-327-8808 or send us an email [email protected]

Lindsay, ON: Kawartha Lakes Flying Club, COPA Flight 101 has a regularmonthly meeting on the 1st Wednesday of each month 7:00 p.m. at LCVI HighSchool, 260 Kent St. West in Lindsay. Come in east door.Except for the July BBQ and December Christmas Party.For more information, please contact Bob Burns at [email protected] or visitKawartha Lakes Flying Club at www.klfc.ca

Nanaimo, BC (CYCD):Welcomes you! Nanaimo Flying Club holds regular meet-ings; Third Sunday of every month 0930 hours, followed by guest speakers &lunch. Meet & greet breakfasts or brunches held first Saturday of every month.

Keep the dust off your wings; join our “Truancy Squadron” callout offering week-ly impromptu fly-outs. The cost is free - the fun, priceless. Visit for a round of golfnext door, or join the BC-Social-Flying group on Yahoo to see what’s happening.Special events & theme parties held throughout the year. Social activity sugges-tions to encourage flying and relations with other clubs always welcome. Co-ordi-nates are lat.: 49.1683°, long.: 124.0357°. For more information, please contactDon at 250-758-3540 or [email protected] and visit our websitewww.nanaimoflyingclub.org

Olds/Didsbury, AB (CEA3): COPA Flight 142 Fly-in, second Saturday of eachmonth, 0900 until 1300hrs. Discounted fuel, coffee anddonuts. Everyone welcome to come and meet fellowpilots and take advantage of the discounted fuel. For more information, pleasecontact Ed Shaw at 403-701-1600.

Penticton, BC (CYYF): Penticton Flying Club / COPA Flight 50 holds its month-ly meeting on the second Tuesday of the month at 1900hrs at the clubhouse on 126 Dakota Way. All pilots andmembers of the public interested in aviation are welcome. We also meet everyThursday morning at 1000 hrs for an informal coffee chat at the clubhouse. Fly-ins are always welcome! For more information about both events, please contactEd Festel at 250-460-1577 or [email protected]

Pitt Meadows, BC (CYPK): Aero Club of BC has its traditional fly-in and fuelsales every third Sunday of the month, 09.00 to 18.00. Free hot dogs and coffeebetween 11.00 and 15.00. Regular Meetings are held on every first Wednesdayof the month, 19.30. for Aero Club events please connect to our websitewww.aeroclubofbc.ca and join our Facebook Page.

Pontiac, QC: COPA Flight 169 Pontiac: Monthly breakfast meeting on the 1stSaturday of the month at the Aylmer BBQ restaurantlocated at 134, rue Principale in (Aylmer), Gatineau,819-684-4372. Come and talk about aviation with passionate flyers! Wives andchildren are welcome. For more information, please contact Maurice at 819-360-0706 or Andre at 819-329-2830.

Pontiac, QC: Escadrille 169 Pontiac: Déjeuner mensuel les 1er samedi du moisau restaurant Aylmer BBQ situé au 134, rue Principale(Aylmer), Gatineau, 819-684-4372. Venez parler avia-tion avec des pilotes passionnés! Les conjointes et les enfants sont bienvenus.Pour plus d'information contactez Maurice 819-360-0706 ou Andre 819-329-2830.

Picton, ON (CNT7): COPA Flight 53, breakfast on the second Sunday of everymonth starting at 8:00 a.m. April-December. Located atthe Prince Edward Flying Club, co-ordinates N 43 59 21,W77 08 21. For more information, please call Jeff & Jackie Douglass at 613-471-1868.

Red Deer, AB: Red Deer Flying Club / COPA Flight 92 meets on the third Mon-day evening of each month (except July & August) at19:30 at the Flying Club building directly north of the RedDeer Airport Terminal Building. Always an interesting program or speaker. Foradditional information call Bert at 403-350-5511 or visit reddeerflyingclub.org

Shoal Lake, MB (CKL5): Shoal Lake Flying Club/COPA Flight 162 holds gener-al meetings on the second Tuesday of every second month (Feb, April, ...) at7:30 p.m. at the Airport Terminal Building, visitors wel-come. The December meeting is a pot luck supper fol-lowed by a short Annual Meeting and a social event. Check the meeting sched-ule by clicking on the News and Events tab at www.slflyingclub.com. Email [email protected] for more information.

Sundre, AB: Sundre Flying Club meetings second Thursday of the month at7:30 p.m. Hamburgers and hot dogs and snacks anytime at terminal -self serve.For more information, please contact Myron Bignold at 403-638-7370 or [email protected]

Sedgewick, AB (CEK6): Iron Creek Flying Club, COPA Flight 157 regularmonthly meeting, second Thursday of each month at19:30 at the Flagstaff Regional Airport terminal building.Drive or fly in. Cardlock fuel available 24 hours. Everyone welcome. For moreinformation, please contact Shelley at [email protected]

Victoria, BC (CYYJ): COPA Flight 6 usually meets on the first Wednesday ofeach month from 7:00 p.m. until 9:00 p.m. You do notneed to be a member of the Victoria Flying Club or ofCOPA participate. For more information, please contact [email protected]

Whitecourt, AB (CYZU): COPA Flight 185 holds itsmeetings on the third Tuesday of every month, exceptDecember, at the terminal building at Whitecourt CYZU at 18:00. Come by andvisit. For more info please contact Curtis at 780-778-0854.

Regularly Held Events


Frederick James Carmichael Kathleen Carol Fox William Ross Lennox Beverley Strahan Shenstone

Canada’s Aviation Hall of Fame(CAHF) will induct four new membersand recognize a Belt of Orion recipient atits 43rd annual gala dinner and cere-mony, to be held Thursday, June 9,2016 at the Canada Aviation andSpace Museum, at Rockcliffe Air-port in Ottawa.

The new members are: • Frederick James Carmichael: north-

ern Canada aviation entrepreneur • Kathleen Carol Fox: Flight Instruc-

tor; Transportation Safety Board of Cana-da Chairwoman

• William Ross Lennox: RCAF pilot;Chief Test Pilot P&WC

• Beverley Strahan Shenstone: aerody-namicist; aeronautical engineer

• Royal Canadian Naval Air Branch(1945-1968) – Belt of Orion Award forExcellence

CAHF inductees are selected for theircontributions to Canada’s developmentthrough their integral roles in the nation’saviation history. This year’s inductees willjoin the ranks of the 220 esteemed menand women inducted since the Hall’s for-mation in 1973.

Tom Appleton, CAHF chairman of theboard of directors, said, “The CAHF isproud to honour these four well-deservingindividuals for their significant contribu-tions to Canadian aviation, and to Cana-da’s development as a nation.

“Our 2016 inductees come from back-grounds that span the width of Canada’sunique aviation industry. Aviation hasbrought Canadians together as a country,unlike any other form of transport. Ournew inductees reflect that cohesionthrough their pioneering activities andspirit.”

The 2016 inductees:Frederick James Carmichael, C.M.:

Carmichael has spent over 60 years inNorthern aviation in the course of whichhis accomplishments as an aviation entre-preneur, search and rescue pilot, mentorfor aspiring aboriginal youth, pioneeraboriginal commercial pilot and contribu-tor to community life in the North-WestTerritories have made him a legend. In1955, he was the first aboriginal person inthe North to get a pilot’s license. He hasworked as a commercial pilot and startedup two of his own aviation companies,Reindeer Air Service and Antler Aviation.He has been recognized widely for hisaccomplishments both locally andthroughout the country. He was made aMember of the Order of Canada in 2010.

Kathleen Carol Fox: Fox has dedicat-ed her entire life to the aviation communi-

ty in Canada both through her personalactivities in the flight instruction, sportaviation and sport parachuting fields butalso in her professional capacities in thepromotion and advancement of flight safe-ty. In this latter role, she has had an out-standing career in the air traffic controlcommunity, transitioning on to Nav Cana-da where she reached the highest levels ofmanagement and then, following retire-ment with the Transportation Safety Boardof which she was appointed Chair in 2014.During all of this time she has continued toplay an active role in the general aviationworld promoting flight safety and assistingwith the training and examination of aspir-ing aviators at all levels.

William Ross Lennox: Ross Lennoxwas involved in aviation in Canada forover six decades, retiring as chief testpilot and head of flight operations forPratt & Whitney Canada with over 23,000hours flown during which he was respon-sible for several remarkable accomplish-ments. From his beginnings in thewartime RCAF culminating in duties as aDakota pilot in Europe, he moved on tonearly twenty years in the Canadian northduring which time he operated helicoptersin support of the DEW Line project. In1963 he joined United Aircraft of Canadaand shortly thereafter flew the first-everunescorted helicopter transit of the NorthAtlantic.

Other significant accomplishmentsincluded test flying every one of theRCN’s order of Sikorsky Sea Kings andall subsequent development work on thisaircraft, completing the testing of the PT6engine, and serving as lead test pilot forthe PW100, JT15D and PT-6-50 engines.He was recognized officially by many

organizations for his thousands of hoursof incident free flying, his promotion ofsafety and his outstanding work as asearch and rescue pilot. Mr. Lennox diedin November 2013.

Beverley Strahan Shenstone: Onlybelatedly recognized as the aerodynami-cist responsible for the design of the icon-ic elliptical wing of the Supermarine Spit-fire, Bev Shenstone is regarded as one ofthe greatest Canadian aeronautical engi-neers. He broke new ground as the firstCanadian to be awarded a graduate degreein aeronautics from a Canadian university.His graduate studies on stability of theVedette flying boat were of great use tothe RCAF. He was part of the team whichcreated the specification which led to theCanadair North Star as well as conductingapplied research into airborne radar sys-tems at the National Research Council. Hewas technical director for BOAC,involved in feasibility work concerningbringing SST aircraft into commercialservice.

Privately, he was instrumental in thegrowth of institutions focused on non-powered and especially man-poweredflight both in Canada and the UK. He wasinstrumental in the creation of the SoaringCouncil of Canada, the introduction ofrules for licensing pilots, registeringsailplanes and training standards plus thedevelopment of a family of gliders in con-junction with Waclaw Czerwinski. Hewas similarly involved with British soar-ing organizations and in the establishmentof a series of prizes for accomplishmentsin man powered flight. During this periodhe was the only Canadian to become thepresident of the Royal Aeronautical Soci-ety. Mr. Shenstone died in 1979.

Belt of Orion Award for Excellence:Royal Canadian Naval Air Branch(1945-1968)

The Royal Canadian Naval Air Branchgrew out of the wartime experience ofCanadian air and naval forces as integralparts of the Royal Navy married to a deci-sion that the Royal Canadian Navy (RCN)would develop an autonomous aviationcapability.

The need for this became clear withthe onset of the Cold War and the needfor Canadian embarked aviationresources to counter Soviet conventionaland then nuclear submarine threats in theAtlantic.

From modest beginnings, the smallRCN Air Branch developed a highlyrespected level of operational capability,both from the three carriers it employedduring its lifetime but also for its abilityto innovate to overcome resource con-straints in the face of operational neces-sities. Such innovation was evidenced bythe pioneer work to operate anti-subma-rine helicopters from small surface war-ships, including the ground-breakingadoption of a haul-down system to per-mit landing on small decks. Thisoccurred far in advance of the adoptionof such systems by the RCN’s largerNATO allies.

The RCN’s Air Branch was a distinctorganization that made an outstandingcontribution to the advancement of avia-tion in Canada.

Brief history of the HallCanada’s Aviation Hall of Fame is

located in the hangar at the Reynolds-Alberta Museum in Wetaskiwin, Alberta,south of Edmonton. The Hall was found-ed in 1973, and its inductees have comefrom all across Canada having ledextraordinary lives as military and civil-ian pilots, doctors, scientists, inventors,engineers, astronauts and administrators.

The Hall strives to increase the pub-lic’s understanding and interest in aviationhistory by making its displays, archives,records and artefacts accessible to currentand future generations. The heroism andcourage embodied in the Members of theHall serves to kindle the spirit of adven-ture in Canada’s youth.

Induction ceremonyThe annual induction ceremonies and

gala dinner will be held on Thursday,June 9, 2016, at the Canada Aviation andSpace Museum, at Rockcliffe Airport, 11Aviation Parkway, Ottawa, Ontario, K1K4R3.

For ticket information contact Cana-da’s Aviation Hall of Fame: Tel. 780-312-2084; Email [email protected] or visitwww.cahf.ca

CAHF to induct four new members in 2016

Belt of Orion Award for Excellence: Royal Canadian Naval Air Branch (1945-1968). Seenhere HMCS Bonaventure.

Honour Belt of Orion recipient

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The following dialogue wasprovided by Ken Wardstrom, oneof the Langley Aero Club/COPAFlight 175’s “Gravel Bar Cow-boys.” Ken is part of an activegroup that regularly visits theexposed gravel bars on the Fras-er River betweenHope and Mission.On January 2nd theyhosted a cook-outand what follows isKen’s account:

“The event startedDecember 31 withsome of us going tothe site gathering firewood and cleaningsticks and small logsfrom the landingarea. Winds 20 gust-ing 40 at 45 degreesand turbulent rollingover the trees.

“January 2 wassupposed to be calmand it was with Pitt, Langley,Fort Langley fogged in all day.

Langley and Boundary Baycleared around noon. The windsdied down to 16 gusting 28 forthe day. Even with the poor con-ditions there were 12 aircraft thatshowed up to enjoy the bonfire,tell stories of their landings and

cook hot dogs, whichquickly filled withblowing sand.

“Many moreplanes did low passesbut did not landbecause the windswere beyond theircomfort levels. It wasgood to see pilotsmaking those gooddecisions. A verygood day with oldand new friends.”

Bonne chance,Yves

My favourite airtraffic controller

spent his last day on the job onDec. 16, 2015 at Langley, BC. I

am going to miss Yves Beaudet’sprofessional, courteous, neverflustered, competent, distinctive,and always friendly voice ema-nating from Langley’s tower.

His long and distinguished35-year career included 12 yearsin the Canadian Navy working inEsquimalt, Halifax and CFSAldergrove. He sailed on HMCSRestigouche, Quappelle and theMacKenzie.

From 1980 to 1984 he was anavy radio operator, and from1984 to 1992 he was a navalelectronic technician. From 1993to 2006 he worked as a FlightService Station Specialist at theAbbotsford FSS, and during thistime he also instructed for threeyears at the Training Institute inCornwall, Ontario.

In 2006 he retrained as an airtraffic controller and spent threeyears in Regina and then his finalsix years at Langley. Wow, notmany men have the breadth anddepth of experience in the com-munications field that Yves has!

Yves and I got to know eachother through two unrelated asso-ciations. First, he earned his pri-

vate pilot licence late in his careerand he then bought a Piper PA-22-108 “Colt” that he has flownin many parts of Canada and theU.S. I learned to fly on this typeof aircraft and it being my first,was always one of my favourites.

Second, he was raised inSchefferville, Quebec. For thoseof you not familiar with Schef-ferville, it is a mining town locat-ed on the Quebec-Labrador bor-der, on the edge of the tree line,in Quebec’s Ungava district. It isalso described as “The land thatGod gave to Cain!”

As a schoolboy, Yves lookedskyward to the bush planes thatoperated in the area and that waswhere I came in during the late’60s and early ’70s, operatingfrom the town’s seaplane base atSquaw Lake. We have had someinteresting chats about the area.His is from the point of view of akid growing up in a northernmining town, and mine is fromthat of a young pilot also growingup, in a harsh bush environment.

Yves’ retirement plansinclude travelling in his Colt tothe Schefferville area with side

trips to the South Eastern U.S.and maybe even the Caribbean.Bonne chance mon chum, andI’ll see you around the LangleyAero Club.

BlowpotsSpeaking of bush flying, an

integral part of winter flying inthe north is being able to preheatan aircraft in a wilderness situa-tion. If you visit the CanadianAviation Hall of Fame Museumin Wetaskiwin, Alberta, you willfind, what is in my mind, one ofthe most appropriate Canadiandisplays of northern aviationaccoutrements that includes agilded and chromed plumber’sblowpot.

I spent many early morninghours, particularly in the winterof 1968/69, sitting on a frozenlake, under an engine tent, tend-ing a blowpot and warming around engine. Many years later,while cruising through anantique/junk store in Clinton,B.C., I bought an old blowpot asa conversation piece for thehearth in our family room.

Recently two of my flyingbuddies, Joe Hessberger (an oldbush rat) and Bruce Prior (aretired electrical engineer),decided they would take on myblowpot as a restoration project!So far they have about 25 hoursinvested in it but are still in the“large yellow flame” stage, ver-sus the “hot blue flame” that isrequired.

It is still a work in progressthat has provided a lot of laughsand we haven’t had to call thelocal fire department yet!

If any of our readers out therehave a new blowpot heating coilin their junk drawer, I will paythe freight, and it would go along way to solving these twoguys’ dilemma!

Franks on the Fraser!

Recently retired Langley air traffic controller, Yves Beaudet, his wife Bon-nie and his Piper Colt will be heading off to unlimited holidays as theytravel North America. Bonne chance, Yves!

Photo courtesy the Beaudet collection

Frankson the Fraser!

Pictured, at right, are some of thehearty folks and the dozen aircraft

that arrived on the Fraser River gravelbars on January 2nd. The “Gravel Bar

Cowboys” of the Langley AeroClub/COPA Flight 175 hosted what is

now becoming an annual event.Above:

When you can’t get a Ford 150 on tothe Fraser River sandbars to clear

wood from the makeshift runway andthen use it for firewood, use a

Cessna 172 as a pickup!Photos courtesy Ken Wardstrom


Some of the members of the Aero Club of BC/COPAFlight 16 at their annual Christmas Party held at Pitt

Meadows (CYPK) on December 12th.Photo courtesy Tim Cole

B.C. & Yukon

Planetalkby W.T. (Tim)

Cole

Rudy Toering, thepresident and CEO ofthe Canadian BusinessAircraft Association,gave a CBAA update attheir Pacific Chapter’sChristmas Party, heldat YVR’s LandmarkFBO on December10th. The evening wassponsored by RockwellCollins who also gavea presentation thatprovided a glimpse ofwhat future airnavigation and avionicswill look like.

Photo courtesy Tim Cole


Eric Dumigan FE 15 2 ads

The Delta Heritage Airpark (CAK3) held their annual New Year’s Day Open House. It was agreat day for flying and there was a great turn out at the Mary’s Place Cafe. Pictured in theforeground is Colleen Bethel (left), Sam Bethel and Eileen Cole. Photo courtesy Tim Cole

Men at work! Joe Hessberger (left) and Bruce Prior struggle to revive an antique plumber’sblowpot rescued from a junk store. Blowpots were, and sometimes still are, an essential partof a bush pilot’s winter preheating equipment. Photo courtesy Tim Cole

Boundary Bay Airport -ZBB

On December 2nd, Delta’sMayor Lois Jackson and FredKaiser, president of Alpha Avia-tion, the company that operatesthe airport, had a ribbon cuttingceremony for the completion of

an extension to runway 12/30 atBoundary Bay.

This ceremony marked thecompletion of a $1.84 millionproject that not only lengthenedthe runway, but also includeddrainage and lighting upgrades.

This airport continues to

grow into one of Canada’s lead-ing GA airports, and is a shiningexample of what teamwork –between a municipality, goodairport management and a thriv-ing GA community – can do.

If you haven’t been thererecently, visit the airport, see thegrowth and watch for moredevelopments on the horizon.Well done, ZBB!

May you have: “Tight Floats& Tailwinds.”

•Folks please send me your

BC and Yukon news and I’llmake sure it’s published. Sendyour information and requeststo: [email protected] or604-299-0806 or cell 604-833-0226.

•W.T. (Tim) Cole is a COPA

Director for B.C. & the Yukon.

BC & Yukon Plane talk • continued from previous page

Members of the COPA Flight 5/The Boundary Bay Flying Club held their annual Christmasparty at Mary’s Place, at the Delta Heritage Airpark (CAK3) on November 28th. Jim Niessenin the foreground is in the money making mode as he collects for the 50/50 draw.

Photo courtesy Gordon HindleA gilded and chromed blowpot is part of a northern aviation survival equipment display, atthe Aviation Hall of Fame Museum in Wetaskiwin, Alberta. Photo courtesy Tim Cole

Tom Mason (left) of the Aero Club of B.C. visits with Abbotsford Air Traf-fic Controller Kim Morris (centre) and Andy Halychuk, of the AbbotsfordFlying Club/COPA Flight 83, at a Nav Canada information night that wasattended by about 80 Abbottsford Club members and their guests onDecember 9th. A really great turnout for a very informative presentationby Kim Morris and her fellow controller Roger Precious.

Photo courtesy Tim Cole

Flying tomorrow? Join COPA today! For more information visit www.copanational.org

Know safetyNo pain

jNo safetyKnow pain


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GARMIN GTR 200 PANEL MOUNT COM RADIOThe GTR 200 panel mount comm radio for experimental and light sport

aircraft that offers a slim design and powerful features, including advanced auto-squelch, 3D audio, stereo intercom, stereo music input, alert inputs, best-in-class standby frequency monitoring, on-screen frequency identification, and much more. Standard Kit ...............................P/N 11-11999 ................$993.00 Standard Kit + Harness ............P/N 11-12003 ...............$1,810.00

The Flight Bag PLC™ Pro is for the pilot wanting to move from a conventional flight bag to one for the “Paperless” cockpit. It has a specially designed, airport check-point friendly protec-tive pouch to hold an iPad, laptop computer or many other electronic flight bag devices. All of the compartments are easy to see into, making it simple to find what you are looking for. There is room for everything a pilot needs to take with them in-flight. P/N 13-11594 ............ $254.95

MYGOFLIGHT iPAD FLIGHT BAG PLC PRO

GARMIN VHF COM RADIOSNew series of VHF NAV/COM radios, the GTR and GNC series.As the replacement products for the popular SL30 and SL40 models, the GTR

series COM transceivers and GNC series NAV/COM radios include a breadth of new features to reduce pilot workload, while also offering an affordable solution to meet the requirements of the 8.33 kHz channel spacing mandate recently enacted by the European Union under the Single European Sky (SES) initiative.Garmin VHF COM GTR 225 w/harness ..................................................11-11351 .......................$2,534.00Garmin GTR 225a COM 8.33 Khz 10w w/harness ................................11-11352 .......................$3,626.00Garmin GNC 255a NAV/COM 8.33 Khz 10w w/harness .......................11-11354 .......................$5,573.00

With a choice of portrait or landscape orientation, the aera’s “virtual reality” flight graphics can be framed with GPS-derived indications of ground track, altitude, groundspeed, vertical speed and turn in-dication – all updated 5 times per second.795 Americas ................................ P/N 11-10034 .......... $2,325.00795 Atlantic ................................... P/N 11-10035 .......... $2,413.00795 Pacific .................................... P/N 11-10036 .......... $2,413.00

Aera 500 Americas (Pacific and Atlantic also available) ...............P/N 11-08044 ................ $825.00GMA-240 Audio Panel ....................................................................P/N 11-06619 ................ $1,165.00GTX 327Digital Transponder with Harness ......................................P/N 11-00329 ................ $2,548.00

Garmin AERA

G-25..............$248.95G-35..............$306.007035-28 ........$370.00G-242............$567.00

G-243............$584.00G-246............$632.00G-247............$692.007025-20 ........$329.00

G6381E .....$2,206.006381C.........$2,234.007638-44 .....$2,931.00

Gill “pink power” aircraft batteries offer a dramatic improvement in battery technology combined with the new international color for lead-acid aircraft batteries. Used by more aircraft manufacturers and the military than any other brand. All batteries are dry charged. Gill Batteries are furnished with Electrolyte, except overseas.

Garmin D2 Bravo GPS Aviation WatchThe Garmin D2 Bravo incorporates Garmin’s signature direct-to and nearest airport naviga-tion features complete with a worldwide aviation navigation database. Exclusive benefits such as altitude alerts including preset alerts for altitudes requiring supplemental oxygen, as well as easy access to current aviation weather information, set D2 Bravo apart from other pilot watches on the market. ....................................................P/N 10-05888.............$993.00

EDM-700-4C.........$1,991.00EDM 700-6C .........$2,410.00EDM 700-7C .........$2,828.00

EDM-700-8C.........$3,264.00EDM-700-9C.........$3,590.00

AvMap AvionicsAvMap Ultra is a stand alone EFIS with a 3.5” ultra bright LCD display. The unit is compact (only 63.3 mm /2.49” of installing depth) and ultra light: only 230 g (8.1 Oz). P/N 11-12004 .....$1,491.00

Aircraft Spruce is a proud Exclusive Distributor of the AvMap Ultra.

Garmin GDL 39 3DA portable ADS-B receiver, which adds simultaneousdisplay of aircraft attitude information (pitch and roll).Garmin GDL 3D Unit Only ...................................P/N 11-12366. ........... $1,206.00Garmin GDL 3D iPad / Android ...........................P/N 11-12367. ........... $1,206.00Garmin GDL 3D iPad / Android w/Battery ...........P/N 11-12368. ...........$1,206.00Garmin GDL 39 R Remote Mount .......................P/N 10-05503............ $1,117.00

MassiveURHB32E .......................P/N 08-00245UREB37E .......................P/N 08-00246URHB37E .......................P/N 08-00247UREM37BY ....................P/N 08-00248UREM38E.......................P/N 08-00046URHM38E ......................P/N 08-00047UREM40E.......................P/N 08-00048URHM40E ......................P/N 08-00049

$34.80 ea.

Tempest™ Tornado Pumps AA3215CC or AA3216CW Improved (inlet and outlet) stator porting reduces peak loads and improves airflow. The “bi-polar” pumping action helps maintain balanced rotor loading, reduces wear, and extends life. Each pump is meticulously and professionally hand assembled to insure proper tolerances and clear-ances. This assures optimum performance.

Tornado 3000 215CC ..................................... P/N 10-00609 .............. $534.00Tornado 3000 216CW .................................... P/N 10-00610 .............. $534.00Tornado 3000 215CC ..................................... P/N 10-00611 .............. $534.00

SLICK IGNITION KITS

BY CHAMPION

NavStrobe Lighting

S1 Headset Digital Headset - Dual GA Plugs - The Sennheiser S1 Digital aviation headset is designed to give you maximum control over noise levels in the cockpit. P/N 11-09919 .. $1,295.00S1 Premium Passive Headset - Features superb passive attenuation that proves itself in daily use. P/N 11-10744 ........ $450.00The S1 NoiseGard™ - The combination of passive attenuation and the NoiseGard™ technology ensures a significant reduction in noise experienced by the pilot.S1 Noisegard Headset - Dual GA Plugs P/N 11-11867 ........................... $987.00S1 Noisegard-R ANR Headset P/N 11-11868 ........................... $987.00

12/34 MIRACLE FORMULA LUBRICANT12/34 MIRACLE FORMULA® has the most effective ALL-IN-ONE formulation on the market today. ..............................................P/N 09-04443 ........................ $16.99

FREE CATALOG!

A Revolutionary New Personal Aircraft Cabin Pressure Monitor!Exclusively licensed from NASA under U.S. Patent 6,452,510, the Alt Alert™ will alarm when the cabin reaches an imminent and dangerously high cabin pressure-altitude (relative cabin pressure), based on FAA regulations. It will operate as such until the battery is drained or removed (usually about 18 months, unless alarm is activated). At any time, the battery status can be tested by pressing the “test” button. ALT Alert Personal Altitude Monitor ...................P/N 13-17743 ....$563.00

ALT ALERT PERSONAL ALTITUDE MONITOR

Aerovoltz Lithium Iron Phosphate batteries are designed to replace the lead acid batteries that currently power most of the two and four cycle engines in Aviation.

Aerovoltz 2-4 Cell .....P/N 11-10028 ...$163.75Aerovoltz 2-8 Cell .....P/N 11-10029 ...$246.95

Aerovoltz 2-12 Cell ..P/N 11-10030 ...$324.00Aerovoltz 2-16 Cell ..P/N 11-10031 ...$402.00

The EFIS-D100 split screen capability partitions the display to simul-taneously show the primary flight instruments along with additional information as interchangeable panels.EFIS-D100 System (includes remote compass, mounting tray & USB-serial converter) ...........................P/N 10-02155 ..............$3,529.00

EMS-D10

D2 Pocket Panel Display .. P/N 11-12158 ...$1,413.00

The EMS-D10 continuously monitors all sensor inputs for the power plant, fuel, and other miscellaneous systems. Immediately annunciates any abnormality requiring attention.EMS-D10 ............................ P/N 10-01160 ....................$2,365.00

AVLITE SYSTEMSAvlite Systems is a technology leader in the design and production of solar-powered aviation lighting equipment. The company is a world-class manufacturer with a proven reputation for aviation lighting systems specifically designed for defence, government, civil and humanitarian aid operations in the most remote, toughest environments.

12 LED Solar Aviation Lights White ......... P/N 11-13399 . $553.00Blue ............ P/N 11-13402 ...$553.00 Red/Green .. P/N 11-13403 ...$553.00 Red ............ P/N 11-13404 ...$553.00Infra Red .... P/N 11-13405 ...$553.00

Frangible Stakemount Set ........................P/N 11-13408 ......$134.90Frangible Concrete Mount Solution ........P/N 11-13409 ......$134.90 Complete Solar Windsock Lighting Kit ...P/N 11-13410 ...$5,132.00 EMS Helipad Kit ..........................................P/N 11-13411 ...$3,905.00

EFIS-D100

Concorde batteries are standard equipment in many production aircraft and are manu-factured to provide optimum performance and battery life. Concorde batteries are furnished with electrolyte and ship via Hazmat Exempt worldwide. The designation “M” in part no. indicates manifold venting. Manifold-vented batteries do not require a battery box. A tube attaches to the battery manifold to vent gasses to the outside of the aircraft.RG24-15 ........... $766.00RG-25 ............... $311.00RG-35A............. $390.00

RG24-11 ........... $719.00RG24-11M ........ $745.00RG380E/44 ..... $3,546.00

RG-35AXC........ $424.00RG-12LSA ........ $326.00

VISIT OUR STORE AT THE BRANTFORD AIRPORT (CYFD)

PRECISION AVIATION PRODUCTS

Drop-in replacement for traditional incandescent lights. No need to modify or alter existing incandescent mounting. Patented optical design. Draws less power, uses less LED’s than other LED based bulbs. Ruggedized for aircraft shock, vibration and temperature ranges. Optimized LED’s and Drive electronics for maximum life and brightness. No dimming of loss of intensity across voltage range of 11 Vdc to 30 Vdc. Reduced maintenance costs. Meets all environmental requirements of RTCA DO-160-F. Led Landing & Taxi Light Par 36..........P/N 11-08459 ............. $391.00Alphabeam II Aviation Light Par 46 ......P/N 11-11742 .......... $1,271.00

Volume pricing available! Call or email for details.

Receive a FREE COPA membership when youpurchase a 406 MHz ELT from Aircraft Spruce.

Purchase a 406 MHz ELT from Aircraft Spruce, and you will receive, in the box, a buck slip from COPA. Redeem your buck slip and, if you have an individual membership, COPA will extend it by one year, a value of $55 (at no cost to you). If you have a family or corporate membership, COPA will apply this value ($55) to your membership account to extend your membership. For non-members, COPA will provide a complementary one year individual membership, complete with all of the benefits of being a member.Ameri-King AK-451-CAN ELT Whip .....................P/N 11-06966 ............$1,021.00Ameri-King AK-451-23 Canada ...........................P/N 11-08667 ............$1,680.00Artex ME406 ELT with whip antenna. ..................P/N 11-04652 ............$1,547.00Artex ME406 ELT with rod antenna. ...................P/N 11-06370 ............$2,322.00 Artex ME406 HM ELT w/ rod antenna .................P/N 11-05670 ............$2,848.00Kannad 406 AF-Compact Kit ...............................P/N 11-06314 ............$1,152.00Kannad 406 AF ELT ............................................P/N 11-06987 ............$3,989.00

Please call or visit our website for additional models.

Exclusive ELT Offer

Special Pricing on Zulu Quantity OrdersCall or visit our website for details.

Garmin Virb X/XECamera shoots rich, high definition, video at 1080p/30fps, 12MP photos at up to 10 frames per second. .............................................P/N 11-13739 ...$568.00X / XE Aviation Bundle Americas ............................. P/N 11-13810 ...$709.00X / XE Aviation Bundle Europe, Middle East, Africa .....P/N 11-13811 ....$709.00

Bose® A20®

Aviation HeadsetThe Bose® A20™ Aviation Headset provides significantly greater noise reduction than currently available. It also pro-vides an improved level of comfort, clear audio, Bluetooth® communications interface, auxiliary audio input and priority switching. It’s made in the U.S.A. and meets or exceeds all TSO standards.

Dual GA plugs w/ Bluetooth .............. P/N 11-08724 ............... $1,395.00Lemo 6 pin plug w/ Bluetooh ............. P/N 11-08725 ............... $1,395.00Helicopter plug w/ Bluetooth ............. P/N 11-08726 ............... $1,395.00

Call or visit our website for additional models.

Complete combination navigation and strobe lights for your aircraft Emitter Types: Cree LED’s. • Rated Voltage: 10-30VDC • Draws <955ma @ 14.2vdc • 2 modes: constant & fast strobe. • Base Type: BAY15s for wingtip & BA15s for tailfin • Application: Navigation Light replacement.30W ............P/N 11-11987 ....... $418.00 7.5W ...........P/N 11-11994 .......$125.75

AIRCRAFT ANTI-COLLISION STROBE LIGHT 45W 1350LM - CREE LEDSWhite ....... P/N 11-12424 .....$53.75 Red ..........P/N 11-12986 .....$70.80Green....... P/N 11-12985 .....$70.80

NAVSTROBE BEACON LIGHT W/CONSTANT & FAST WHITE STROBE 30WThese bulbs are standard parts and have been designed to meet the requirements of TSO-C30c. P/N 11-13522 ............$98.75

BEACON LIGHT CONSTANT & FAST WHITE STROBE 5W 503LM P/N 11-12193..$49.50

Everything for Airplanes! Lowest Prices Guaranteed!

Aircraft Spruce Canada

Lightspeed Adventure Flight BagsThe Markham .P/N 11-13506 ..$282.95 The Gann ...........P/N 11-13505 ..$354.00The Antoine .....P/N 11-13507 ..$254.95 Organizer Insert ..P/N 11-13508 ....$35.50

With the fit, comfort, features, and value you’ve come to expect from Lightspeed, Sierra is best in class. ..............P/N 11-08588 .......$797.00

LightSpeed Sierra ANR

Zulu-Circumaural, Dual GA Plugs, Battery Power Zulu.2 ..P/N 11-09692 $1,097.00Zulu-Circumaural, Single LEMO, Panel Power Zulu.2...P/N 11-09716 $1,097.00

Lightspeed Zulu PFX Headset With Dual Ga Plug ...P/N 11-12007 ..$1,397.00Lightspeed Zulu PFX Headset 6-Pin Lemo Single Plug .P/N 11-12008 ..$1,397.00Lightspeed Zulu PFX Headset U-174 Heli Plug ........P/N 11-12009 ..$1,397.00

LightSpeed Zulu.2A distinctive new look and continuous innovation make the Zulu.2 the ultimate blend of design, technology and high performance.

LightSpeed Zulu PFX

NEW LIGHTSPEED TANGO™ Wireless ANR HeadsetsEURO/AUSDual GA Plugs .................11-14069 ..$997.006 Pin Lemo Plug .............11-14070 ..$997.00U-174 Helicopter Plug ..11-14071 ..$997.00

JPI Instant Rebates• EDM 930 Single - $500 • EDM 960 Twin - $1000

Call or see our website for additional rebate information.

10/1/15 - 1/30/16

US/CAN Dual GA Plugs ................11-14066 .$997.006 Pin Lemo Plug .............11-14067 .$997.00U-174 Helicopter Plug ..11-14068 .$997.00

The AV100 features class leading hybrid active cancelling to cut out cockpit noise on every flight. It comes with full Bluetooth® connectivity that enables phone calls as well as listening to music. The additional AUX Input expands the connectivity options to Non-Bluetooth devices. The selectable audio priority enables the pilot to set his communication options as desired. P/N 11-12862............$1,099.00

AKG AV100 ANR HEADSET

ICOM TRANSCEIVERSIC A220 Panel Mount Radio.................. P/N 11-13688 ..........................$1,697.00A210 Mobile Mount ............................... P/N 11-05836 ..........................$1,890.00IC-A14 (Full Key) ................................... P/N 11-05904 .............................$199.95IC-A24 Nav/Com ................................... P/N 11-02942 .............................$319.95IC-A6 ..................................................... P/N 11-02944 .............................$239.95

CanadianCanadian PlanePlane TTraderadeCOPA Flight Classified Section FEBRUARY 2016

Phone 613-236-4901 Ext. 106 Fax 613-236-8646Email [email protected]

Publications Mail Agreement Number 40005288

1941 PIPER J5C, 2855 TTSN, 1110 SMOH, 115HP Lyc. O-235-C, 406 ELT, 1500 Federal Skis,10X850 mains, Bendix com. Hangared. Comeswith fresh annual, CEH6. $22,500 CDN or dealon PA-12. Contact Gary at 780-842-7807 [email protected] (37041)

1964 MOONEY M20E, 3340 TTSN, 600 TTP,725 SMOH (Bottom, 250 Top). Well equippedIFR aircraft with many upgrades (panel, lighting,gear, tanks). Annual 082015. $40,000 CDN.Contact Colin Bennett at 403-283-6154 or [email protected] (37017)

1965 CESSNA 150E TEXAS TAILDRAGGER,4442 TT, 1370 SMOH on 0200, skis included.$25,000 CDN. 780-284-2506.

(36975)

1969 CESSNA 150J, 5481 TT, 1645 SMOH,Prop 50 SOH (2012), KX165, VAL760, Garmin327 xpdr. New AI & T/C, 406 EL. Great condition,well maintained. Hangared. $21,000. 519-941-5606.

(36864)

2007 CIRRUS SR22 G3 TURBO, 1450 TTSN,recent SPOH, Dual G430WAAS, AvidynePFD/MFD, TKS! SkywatchTraffic! All Logs! NDH!$260,000 USD. Apex Aircraft Sales 905-477-7900, www.apexaircraft.com

(37040)

2009 T206H, 550 TTAE, Float Kit, TKS, FlintTips, VGʼs, G1000/GFC700AP/Traffic! $519,900USD. Apex Aircraft Sales 905-477-7900,www.apexaircraft.com

(37039)

2012 CARBON CUB ON CLAMAR AMPHIBS,94 TTSN, 180 HP CC-340, Dynon Skyview, Icom210 Comms, Garmin Aera GPS, Superb main-tenance. Better than new, phenomenal perform-ance! $255,000 CDN. 519-941-5606.

(35647)

DAKOTA HAWK (FISHER FLYING PROD-UCTS), Cont. C-85 (711.3 TTSN) WarpdriveProp. VFR Panel, Icom IC-A200 comm, GarminGTX327 xpdr, AVMap EKP-V GPS. Based inBrampton. $28,000 OBO. 519-941-5606.

(35649)

2006 ROTORWAY 162F 2/PL HELICOPTER, allthe best upgrades. Talon gear, hydraulic clutch,governor, strobes, Mode C, E.W.P., bear pawsetc. Beautiful condition. Huntsville ON. $71,000.Nathan 705-783-6066, [email protected]

(37042)

1965 COMANCHE 260, 4617 TT, 1930 SMOH,1139 since prop strike/rebuild. IFR certified,fresh annual with tail A.D. $50,000. 204-648-4649, [email protected]

(37035)

1966 CESSNA 172G, 2700 TTSN, GTN750 ELT406, all-season covers, 2 x PFD. LRF.Hangared. Annual Jul/2015. Very good condi-tion. $70,000. 819-561-1310

(37031)

1974 C-172M, 7750 TTAF, 30.5 SMOH, GNC250 GPS/Comm, Edo RT 551 Com, MoGasSTC, wingtip lights, strobes. New paint, leatherinterior. Fresh annual. $58,000 OBO + GST +PST. For more info text 250-338-2813 or [email protected] (37032)

2001 CESSNA T182T, 1430 TT, 112 SFRM,KLN94 GPS KAP140, JPI 730. Fine wire plugs,Reiff Heater. Panel mount Garmin 560 with XMweather. Ext paint 2009. $240,000. Contact [email protected] (37015)

650 BEAVER WELL MAINTAINED, new 65 HP,blue top motor and prop. 140 TTAF. Just do nothave the time to fly. 403-861-3067.

(37018)

BEAUTIFUL NANCHANG 1/4 SHARE AVAIL-ABLE, hangared and based in Carp, ON. Asking$17,750 US. For more details 613-866-2790,[email protected]

(37030)

CESSNA 172G, great price, 900 SN Cylinders,IFR, 2020 SMOH, 5920 TT, digital avionics, EGT,digital CHT, 406, strobes. Int 7/10, paint 2006.$33,500. Recent annual. CYRP. Contact byemail at [email protected] (36976)

1975 TURBO AZTEC ‘E’, 6113 TTSN, 1070/1732 SMOH, 91/120 SPOH, full de-ice, KingIFR, slaved HIS, Altimatic V FDI, oxygen ready,thousands in parts inventory. Annual Oct. 2015.LRF. $74,000 CDN. [email protected]

(37038)

1967 MOONEY EXECUTIVE M20F, C-FUYY,3800 TT, 1140 SFRM (TBO 2000),Garmin/King/A-Pilot, 160++ MPH on 9 GPH. 3/blProp, electric gear, speed mod. Reduced$59,900 CDN. “CONSIDER QUALITY TRADES”owner [email protected] www.csplane.com613-632-0123. (37037)

1973 172M, 2910 TTSN, 1000 hrs on 160 HPupgrade. Garmin GNS430 GPS/Nav/Com.Rosen visors, wheel pants. Mode C xpdr, 121.5ELT. Prop 5 yr. completed July 2014. Annualcompleted July 2015. All ADs. Always hangared.$75,000. Contact Grant at 780-887-7123 [email protected] (36886)

MARCH

DEADLINE IS

FEB. 5

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C-2 CANADIAN PLANE TRADE FEBRUARY 2016

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THIS MONTH’S FEATURED LISTINGS

MOONEY M20K 262 TROPHY, 25% share$35,000, 1/6% share $23,300. Based atCYRO/CYND. TKS, IFR, 3900 TTAF, Eng 1150SMOH, 430W, KFC200, EDM700, WX10, ELT406, speed brakes, factory oxygen. 613-266-7706.

(35836)

MUSKETEER C23 1971, 180 HP, 3500 TTAF,375 SMOH, full IFR GNS430WAAS VOR/ILS.New avionics GTX327 PMA8000B SL30 PcasELT406 mechanical A1. Int/ext 7/10. $58,[email protected]

(36867)

PIPER PA20, 135 HP, 2470 TTSN, 10 SMOH,130 MPH cruise. Complete restoration in and outand first price winner 2014. All logs. $47,500CDN. 819-572-2111, [email protected]

(37028)

50 FLOATPLANES AT WWW.CSPLANE.COM2002 HUSKY A1B, C-FNWT, 1550 TTSN, 150SMOH. New style wing. NDH. Hangared.$125,000 CDN on wheels or $145,000 CDN onWip 2100 Straight Floats. Contact [email protected] or 613-632-0123.

(37036)

1994 CHRISTAVIA MK1, 859 TTAF, 3/bl ad-justable prop. 606.36 on new crank and bear-ings. New tires, tubes, bat. Hangared. $19,900.403-526-5248.

(37049)

CESSNA 210 M CENTURION 2 1978, 2550 TT,12 SMOH. NEW: motor, turbo, prop, paint job.Int 9/10 ext 10/10. Original radios and nav. Mustsee it, call for price (c) 819-471-1741, (h) 819-475-1606.

(36679)

1954 CESSNA 180, 1856 TTSN, Engine 405SMOH, 135 SPOH. Aqua Floats. Fixed gear legsincluded. Garmin 430. King Nav/Com, xpdr.Terra 350 Audio Panel. JPI Fuel Flow. Fresh an-nual included. $115,000 CDN. Ext/int 9/10. 204-747-4787. (37048)

More photo classifiedson pages C-1 and C-5

The time isright,

your future is here!

Join and support

COPACanadian Owners & Pilots

Association

Contact COPA today: Telephone 613-236-4901

Fax 613-236-8646; E-mail: [email protected]

CANADIAN PLANE TRADE FEBRUARY 2016 C-3

AIRCRAFTSALES LTD.

The New C-172s • C-182s • C-206s

Leggat Aviation Ltd. CALL US ABOUT THE NEW CESSNA 182 SKYLANE!2009 T206H, 550 TTSN, 90 STOH, Float Kit, TKS, G1000, Flint Tips, VG’s ..............$519,900 US2007 Cirrus SR22 Turbo G3, 520 TT, 2XG430W, TKS, MT 4 Blade ........................... $295,000 US2007 Cirrus SR22 Turbo G3, 1240 TT, TKS DeIce, Recent Import! ..........................$289,900 US2004 Cessna T182T, 500 TT, G1000 w/SVT! All Logs, NDH! ...................................$260,000 US2002 Piper Super Cub Replica, 187 TTAE, Amphibs/Wh Gear! ..............................$129,900 US1999 C182S, 1815 TT, ’0’ SFOH, GSN430, HSI, WX1000+, Skywatch Traffi c! ........$214,900 US1997 Zlin Z242L, 454 TTAE, Garmin 430 GPS, Low Time! ....................................$102,500 US1997 Zlin Z242L, 1105 TT, 20 SMOH - Lowest time Zlin around! Garmin 430! Hangared! ....$99,900 US1992 Bonanza F33A, 1169 TTAE, King Silver Crown w/KLN90B GPS, KFC 150 IFCS! $219,500 US1991 Mooney TLS, 1510 TT, 10 SMOH, 10 SNEW Prop! Speed Brakes! .................. $149,000 US1986 Archer II, 3567 TT, 1558 SM, Dual KX155, NDH! All Logs! ..............................$54,900 US1982 Archer, 419 SM, King Digital, STEC 50, Major Refurb on Import! ...................$64,900 US1981 Mooney 231/252 Conversion, 3875 TT, 85 SMOH! ...................................... $109,900 US1979 Bonanza F33A, 1700 TT, 130 Since New Engine/3-Blade Prop! ...................$190,000 US1979 C180, 2850 TT, 68 SMOH, Great Avionics, LRF! ...........................................$109,000 US1977 Turbo Aztec F, 2507 TT, 439 SM, Full De-ice! LRF! .......................................$124,900 US1976 Piper Lance, 2774 TT, 1743 SM, King w/HSI/ALTIII AP! .................................$99,900 US

1976 Aerostar 601P, 1954 SM/615SM/0SP, G430, STEC 55X, EHSI ........................ $175,000 US1975 Bonanza A36, 3753 TT, 773 SFRM, Dual KX155/HSI, club seating, hangared .. $130,000 US1975 C421B, 5289 TT, 539 SMOH L&R, Fresh Prop Overhauls. Priced to sell! ........ $99,900 US1975 Grumman Tiger, 2016 TT, 139 SM, 81 STOH (2006), King/Narco Avionics ..... $39,900 US1974 C421B, Recent Import (2013)! NDH! All Logs!.............................................. $189,500 US1973 T310Q, 2805 TT, Garmin GTN 650! ................................................................ $69,500 US1973 182P, Peterson Perf Plus! Canard, 260 HP, FuelInj, Many Extras .................. $175,000 US1972 Citabria 7KCAB, Beautiful! 2286 TTAE, Metal Spars! ...................................... $40,000 US 1971 Navajo 310, 7511 TT, 1058/824 SMOH, Commercial! ................................... $159,000 US1970 Navajo, 8720 TT/610/925 SM, G430, HSI, TCAS! ......................................... $140,000 US1968 Mooney M20F, 2190 TT, 145 SMOH, Speed Mods, King Digital .........................$72,500 1964 Cher 140, 66970 TT, Engine On Condition......................................................$24,900 US1960 Beech Debonair, Rebuilt/Ugraded 300 HP!! ................................................$125,000 US1947 Cessna 140, 2918 TT, 1164 SMOH, 3 Year Restoration! ........................................$34,9001946 Aeronca Champ, 2587 TTSN, Hangared! .............................................................$25,900Cessna 172M/N - 3 to choose from on our website .....................................Please call for info!Hangar for Sale in Brampton/Collingwood w/Door/Motor/Heater/Insulated ............$75,000

0216

YOUR EASTERN CANADA CESSNA DEALER

WWW.APEXAIRCRAFT.COM905-477-7900 • Fax 905-477-8937

EXCLUSIVE DEALER FOR THE MAHINDRA AIRVAN 8905-477-0107 | [email protected]

- Designed for Remote Area Operation

- Exceptional Short Take-Off and Landing Capabilities

- Low Operating Costs

- Heavy-Duty Landing Gear + Sliding Cable Access Door

- Equipped for Skydiving, Air Surveillance, Cargo Ops

AMO #59-96

QUALITY ENGINE OVERHAULS,REPAIRS & ACCESSORIES

• NDT • Propeller Balancing • Engine Modifi cations

6406 BLUEBIRD ST., RR6, ORILLIA, ON, CANADA, L3V 6H6PHONE 705-325-5515 FAX 705-325-1365

www.atc-engines.com

Factory Authorized Service CentreR22 & R44 TC/FAA Approved

Photo classifieds are featured this month on pages 1, 2 and 5Classified Deadline Dates

Classified ads received after the deadline have theoption of running in the “Last Minute Ads” category.

All ads are posted on COPAʼs website. Photo ads are posted on the website in full colour.

NEXT CLASSIFIED DEADLINESMARCH 2016 EDITION: FRI., FEBRUARY 5, 2016

APRIL 2016 EDITION: FRI., MARCH 11, 2016

Now available to general aviation

• Complete strip and paint• Etch and alodine process• Custom striping• Glass replacement• Partial or registrations

painted• Ferry service available

For the pilot who demands the fi nest!

Seaplanes West Inc.is now fully operational in

AIRCRAFT REFINISHING

Vernon, BC 250-545-4884

Industrial and CommercialBuildings also availablee-mail: [email protected]

1-800-561-2200Proudly Made in Canada

Design Build and T-Hangars available

www.spantech.caDUNDAS, ONTARIO

Ph: 905-627-1127 Fax: 905-627-7339

Aircraft Hangar Specialists

Photos courtesy of Edenvale Aerodrome and Lake Central Air Services

HANGAR FOR SALEMuskoka Airport - CYQA

50’ x 50’ hangar with attached 18’ x 36’ offi ce on 1 full acre of

owned land.$250,000Contact:

705-646-4025

P35 BONANZA MAIN DOOR. Con-tact [email protected]

40 Cessna

1966 CESSNA 150F, 3310 TTSN, 76SMOH, KY195B Comm, KT76A C En-coder, NAT Intercom, 406 ELT. Asking$25,000. 250-494-1418.

1968 CESSNA 180H on EDO 2870’s,HORTON STOL, 4216 TTSN, 1615SMOH, 0 TTP, good panel, 406 ELT,GPS, NAV/COM, xpdr. LRF. $90,000.Don 867-876-0394.

1974 CESSNA 182P SKYLANE,1300 TT , excellent condition. RecentPanel 3 Axis Cruise, with 2/GPS. Wellmaintained, always heated hangared.$125,000. Double Hangar also forsale at Hanover, ON, CPN4. Day 519-525-5801.

75 Floatplane

1981 TU206G AMPHIBIAN, 1312TTSN, Wipaire 3730 Amphib floats in-stalled, Land gear included, excellentpaint and interior, Garmin WAASGPS, King Silver Crown IFR radios,ADF, Enc. altimeter, 4/pl intercom,many extras. Wilson Aircraft, 647-227-6996, [email protected]

90 Helicopter

1976 BELL 206B, C-GUYM; SERIAL#1687; TTAF: 14192.3C20B Engine Serial #: CAE-821748Excellent maintenance and currentrecords/ logs. Many extras and readyto go! Call 867-678-0911 or [email protected]

100 Homebuilt

HOMEBUILDERS SPECIAL, fuse-lage for Smith Sidewinder, weldedchrome steel tube. Inspected chro-mated. Wings, rudder and elevatorsare not included. A bargain at $250CDN. 705-325-6058.

RV 9 A, for sale. Call for more infor-mation 778-908-3567.

WHITMAN TAILWIND W8, LycomingO290d 945 TTSN, 251 SMOH, newwooden prop 73 hrs, 4.1 gph @140,Loran, escort 110, trailer [email protected]

ZENITH 250 with two sets of wings,Tri-Pacer less eng. Swallow for dis-play only. 125 HP Lycoming and 200HP Ranger engine. Lots of home-builder parts. 519-453-2579.

140 Pitts

1985 PITTS S-1, 373 TT, O-360- A1A,solid crank, Ellison throttle body, ulti-mate wing mod, inverted fuel and oil,airshow smoke. Excellent paint/fabric.Always hangared. Out of Annual.$30,000 US OBO. Contact by email [email protected]

215 Aircraft Wanted

LOOKING FOR CESSNA 150 OR152, Trike or taildragger, both consid-ered. Private, commercial or brokerlistings, all welcomed. Ian 705-246-2800, [email protected]


100 Homebuilt25 Beech

IFR - IATRA - ATPLIntensive Ground School

• Three-day preparation forTransport Canada exams

• Montreal area

Seminair enr.514-272-6274

[email protected]

Buyers are recommended to check with original

manufacturer to ensure structural and airworthiness

requirements are met.

INDEX005 Aero Commander010 Aeronca015 Aerospatiale020 Amphibian025 Beech030 Bellanca035 Britten-Norman040 Cessna045 Citabria046 Cirrus048 Commonwealth050 de Havilland055 Diamond060 Ercoupe065 Fairchild066 Financing070 Fleet075 Floatplane077 Found078 Helio Courier079 Generators080 Grumman085 Gyroplane090 Helicopter095 Highlander100 Homebuilt105 Lake110 Luscombe115 Maule120 Mooney125 Murphy130 Navion135 Piper140 Pitts145 Rallye150 Rockwell152 Scout155 Seabee160 Starduster Too165 Stearman170 Stinson175 Swift177 Lost or Stolen180 Taylorcraft185 Ultralight189 Waco190 Warbird194 Zlin195 Aerial Photography/ Advertising200 Aerial Touring205 Aircraft Ferrying210 Aircraft Painting215 Aircraft Wanted220 Antique A/C & Parts225 Aviation Art226 Aviation Services230 Avionics for Sale235 Avionics Wanted240 Balloons245 Books/Manuals250 Blocktime255 Business Opportunities260 Computers261 Destinations265 Employment Wanted270 Engines for Sale275 Engines Wanted280 Flight Simulators285 Floats for Sale290 Floats Wanted295 Fly-In Resorts300 Hangar Space305 Help Wanted310 Flight Instruction315 Leasing/Rentals320 Legal Services325 Miscellaneous327 Maps330 Noticeboard335 Parachutes340 Parts for Sale345 Parts Wanted346 Powered Parachutes350 Professional Services355 Propellers for Sale360 Propellers Wanted365 Real Estate368 Sailplanes370 Share or Partner375 Skis for Sale380 Skis Wanted385 Tiedowns390 Thefts395 Title Search400 Trade or Sale405 Travel Information410 FBO

Published by the CanadianOwners and Pilots Association

PUBLICATIONS MAIL REGISTRATIONNo. 09878 • ISSN 1707-2034

AVIATION ABBREVIATIONSFor a list of common abbreviations used in

Canadian Plane Trade Classified advertising please see page C-8 or check out our website at:

www.copanational.org/PTAviationAbb.cfm

800-433-0814 - Toll free U.S./Canada

330-698-0280 Local/International

330-698-3164 Fax

[email protected]

Looking For Parts?25% to 85% off

New Surplus PISTON, TURBOPROP, and JET aircraft Parts!

Sales Hours: 7:15am to 8:00pm EST

Check with us for Parts like

FOR SALE OR TRADE• 1975 CESSNA A185F, CAP

3000E, 2500 TTSN, manyextras

• 1971 A185E, Aerocet3500L, 1700 TSN, NDH

• 1982 PK3000 FLOATS,NDH

• 1970 Cessna 172K, CAP2000, 1340 TTSN

SERVICING, BUYING,SELLING, TRADING

SEAPLANES SINCE 1979For more listings, please visit

our web site

BOISVERT & FILSAVIATION LTEE

8295 BOUL. GOUIN ESTMONTRÉAL, PQ, H1E 2P6

Tel.: 514-648-1856Fax: 514-648-9309

www.boisvertaviation.caDE1

0

SOLD

66 CESSNA 180260 HP – 127 HRS

PROP 0ON 2870 EDO2790 AMPHIBS

INCLUDEDPACKAGE $122,000.

705-849-1100BLIND RIVER

Keep them alive – tune 121.5

You may be the last hope for yourfellow pilots and their passengers.

71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2 • Tel. 613-236-4901 • Fax 613-236-8646www.copanational.org

Reference: CAR 605.38www.tc.gc.ca/eng/civilaviation/regserv/cars/part6-605-2438.htm

As of 1 February 2009 there isno monitoring by satellites of121.5 MHz distress signals fromEmergency Locator Transmitters(ELTs). Only 406 MHz is monitoredby satellites.

Until such time as CAR 605.38is revised, older ELTs (TSO C91 andC91a) continue to be acceptablebut, since they do not broadcast on406 MHz, monitoring by over-

flying aircraft and limited range groundreceivers will be the only means of detectinga distress signal from older ELTs.

It is more important than ever to monitor121.5 and to report any ELT signal to a NAVCANADA Flight Information Centre by radio assoon as possible.


NEIL ARMSTRONGSCHOLARSHIP FUND

Administered by the Canadian Owners and Pilots Association under the COPA Flight Safety Foundation Inc.

The Canadian Owners & Pilots Association maintains an aviation scholarship fund in memory of Neil Armstrong. Contributions may be deductible and interest on the funds can be tax exempt. For more information, see the COPA web site: www.copanational.org. Click on ‘Scholarships’ or contact the COPA office.

The following contributors to the fund have been updated for this month:

Donations to the fund, directly or in memory of someone, can be made at: COPA, 71 Bank St., 7th Floor,Ottawa, ON, K1P 5N2Tel.: 613-236-4901Fax: 613-236-8646

HAMMOND, WILLIAM D., ON

MCDONALD, ED, ABCHABOT, DON, ONGERHARDT, WILLIE, ONKOLLER, PETER, ONSPRAGUE, JEANNINE, BCBAGGS, DEREK, NLHARGRAVES, ROBERT, ONMCCLEMENT, DOUG, SKROBERTSON, ROBERT, BC

WALKER, ARTHUR B., ONDONALD AND LINDA MURRAY, AB

ROEHR, JERRY, MBMATHON, NORMAND, ONWAWZONEK, EDWARD, ABBURG, REV. FR. JOSEPH, MACLEAN, DAVID J., ABTREMBLAY, JEAN-FRANCOIS, QC

GILCHRIST, HERBERT G., BC

FEATURED LISTINGARE YOU PROTECTINGYOUR INVESTMENT? Weoffer custom building varia-tions suited to your needs,without the custom price.Call for your personalizedquote today. Structures upto 35ʼ. Sample picture32ʼWx24ʼLx14ʼH at $3,950.MultiShelterSolutions.com1-866-838-6729. (36866)

SKYSERVICES

WWW.SPRINGERAEROSPACE.COMWWW.SKYSERVICES.CA

MDM on staff and onsite. We can carry outyour Import/Export onsite from start to finish.

SPECIALIZING INTURBO PROP

AIRCRAFTCessna Caravan

Full deHavilland LineBeechcraft

P.O. Box 269, Echo Bay, Ontario, P0S 1C0Bar River Airport

Phone: 705-248-2158 • 800-628-2158Fax: 705-248-3438

• Inspections• Paint Refinishing• NDT• Repairs and

Modifications• Complete Interior

Refurbishment

• Cessna Caravan20K Inspections

• Floats and Wheels• Turbine or Piston• Import/Export

Serving Aviation in Canada for over 40 years with a quality

unmatched in the business

We are happy to announce the creation of a partnership between COPA and VIA Rail Canada Inc. As a COPA member, you are entitled to a 5% discount every time you travel with VIA Rail Canada. This corporate discount applies for all destinations, and all fare categories. It also applies to the different promotions VIA Rail offers throughout the year. For example, if there is a 50% off seat sale, members of COPA receive a 55% discount. Moreover, this discount applies to your leisure travel as well. You can have up to 3 people (friends, family, colleagues) travel with you who can also benefi t from the discount, as long as you are travelling with them. Just make sure you have your COPA membership card with you.To make sure you get the discount every time you travel, simply go online at www.viarail.ca and create a profi le. In your profi le, you will be asked to select a discount type. Select ‘’corporate rate’’ and enter our six digit corporate number: 811112. Or book by phone at 1-888-VIA-RAIL (842-7245).

COPA’s Newest Member Benefi t

Martin RobertAircraft Purchases & Sales

819-538-8623 Cell: 819-536-9803 Fax: 819-538-1062 [email protected]

C.P. #9, Lac-à-la-Tortue, (Qc), G0X 1L0

1951 PIPER SUPER CUB PA-18A-150, 4932.2 TT, 512.2 SMOH, 266 SPOH Bor-er prop & Sensenich land prop. Garmin GTX 320, xpdr Mode C, Bendix King Com, intercom, Garmin Aera 500 GSP, Ameri-King 406 ELT, EGT/CHT Digital. EDO 2000 Floats with 1 compartment, speed fairing inside fl oats. Airglass Cargo Pod IC-18, 175lbs authorized. Welded on fl oats fi tting, life time struts, H.D. Forks. Ext/int 8/10. ***** NEW TRICK AIR 2250 WHEEL SKIS INCLUDED AND TAIL SKI, CARGO POD, FLOATS... READY FOR FLIGHT!!!!!!! $89,000

EXCLUSIVE DEALER IN QUEBEC

CUB PA-18A-150, 4932.2 TT, 512.2 SMOand prop. Garmin GTX 320, xpdr Mode C,a 500 GSP, Ameri-King 406 ELT, EGT/CHT ment speed fairing inside floats Airglas

SOLD

Visit us at: www.belairaviation.com

Photo Classifieds WORK!This Month’s Photo Classifieds are featured

on pages C-1, C-2 and C-5


CASH FOR YOUR AIRPLANE, dam-aged, derelict, parts projects. Also havewings, tails, engines, exhaust, struts.Parts for Seminole, Mooney, 177B, 150,152, 172, Viking, Citabria, Apache,Midget Mustang. 519-453-2579.

226 Aviation Services

2 AME’S WILL FINISH YOUR AIR-CRAFT, metal, fabric and composites.Engine mounts and exhaust. 705-754-9743, [email protected]

250 Blocktime

BLOCKTIME WANTED,1350 hrs withcommercial and multi-engine ratings.Last 250 hrs on G1000 equipped turbocharged C182. Time on Cessna 310,206, 185, 182 and 172. Also time onPiper Arrow, Archer, Warrior, Citabriaand Grumman AA-1 Yankee. Ian 647-222- 0924, [email protected]

255 Business Opp.

BC AERIAL SURVEILLANCE BUSI-NESS, health issues force sale. Ver-satile Service, varied clientele. Easyto run. In operation 18 years. Yearlygrowth, annual revenue increasingrapidly. High-tech survey equipmentproviding client growth in energytransmission infrastructure inspec-tions. Numbers to back. $2.2M.Dave@250-263-8234.

COPA MEMBERS ARE ENTITLEDTO ONE 2-MONTH COMPLIMEN-TARY CLASSIFIED ADVERTISE-MENT IN THE CANADIAN PLANETRADE SECTION, “HELP WANTED”FOR THOSE SEEKING EMPLOYEESOR “EMPLOYMENT WANTED” FORTHOSE SEEKING A JOB. LIMITONCE PER MEMBER AND A MAXI-MUM OF 30 WORDS.

270 Engines for Sale

FOR SALE SENSENICH 74 DM6S8-1-54 PROPELLER, fits O-320 A2Dengine. Less than 20 hours since re-certification. Asking $2,000. Phone250-262-8262.

LYCOMING O-320-D3G, 0 SMOH,Signature Engines overhauled in2001, no magnetos or alternator. In-cludes stand, exhaust & mounts.Stored in heated garage in Calgary.$14,000 OBO. Ken 403-295-2070,[email protected]

285 Floats for Sale

CERTIFIED FORWARD BOTTOMSKINS for most Edo floats. Ed Peck902-467-3333, fax [email protected]

NEW AND USED FLOATS, 14002200, 2500 + 3500 lb. displacement.Info at www.clamarfloats.com or call519-225-2399.

EDO 3430 FLOATS, excellent condi-tion. Ready to go. Cessna 185 gear.Contact me for more details, photosor to make an offer at 807-738-1605,[email protected]

FLOAT BRACE WIRES, tie rods,Most popular lengths in stock, newcertified, new surplus and some usedwires. Contact Ed Peck at 902-467-3333 or [email protected]

NEW 2000 & 2250 FLOATS ANYRIGGING for homebuilt & OM aircraft.Also several sets of damaged Edo &PK floats for parts or rebuild. Ed Peck902-467-3333.

300 Hangar Space

10 NEW HANGARS COMING TOCARP (CYRP), the sizes range from40x30, 50x30 and one 59x30. Pleasecall Mark Braithwaite Airport Managerat 613-839-5276.

265 Employ. Wanted 285 Floats for Sale215 Aircraft Wanted

Proudly Canadian since the early 1980’s

Call us at: (905) 878-5805E-mail us at: [email protected]

Specializing in Building Hangars and Bifold Hangar Doors

7115 McNiven Road, RR#3, Campbellville • ON • L0P 1B0

Bi-fold hangar doors delivered and installedHigh clearance options

Maintenance & parts

We build and erect any size hangar

SAVE30%

MADE IN CANADA

Live in Ottawa or just visiting and want to take in some hockey with the Senators?

Go to capitaltickets.ca and enter Promo Code: COPA

Receive a 10% discount off ticket prices(Regular season only)

Floats and wheel [email protected]

http://aviationpg.comTel. & Fax: 819-438-1758

PIERRE GIRARD AVIATION

COPA Car Rental DiscountsCOPA is pleased to announce that we have negotiated new rental car discounts with the following companies:

Enterprise/National

With the largest fl eet in North America and a wide variety of

vehicles, Enterprise has you cov-ered. Save 5% off the standard, undiscounted daily, weekly and

monthly rates.

Plus we’re always nearby at more than 6,000 neighborhood and air-port locations.To make a reservation, give us a call at 1-800-261-7331 or visit our website and be sure to reference customer number XVC3129.

Save up to 10% at National Car Rental®.

Reserve online at nationalcar.ca or call 1-800-CAR-RENT® and refer-ence Contract ID XVC3129 at the time of reservation.

With over 3,000 car rental loca-tions throughout the United States, Canada, Europe, Latin America, the Caribbean, Asian-Pacifi c, Africa and Australia, Na-tional Car Rental provides a large selection of quality vehicles for your business or leisure car rental needs.

With Emerald Club, the loyalty program of National Car Rental, members enjoy expedited ser-vice, greater ease and exclusive rewards when renting at both Na-tional and Enterprise worldwide.

To ensure Emerald Club level of service, please update your travel profi le, as applicable, and enter your Emerald Club number for both your National and Enterprise profi le member number.

Just a few of the Emerald Club benefi ts are:

• Bypass the counter and choose your own car

• E-receipts for faster rental re-turn

• Earn rental credits towards Free Rental Days or earn frequent fl yer miles

Once enrolled, you can make a

reservation with either National or Enterprise, and your Emerald Club membership will be recog-nized with both brands. Refer-ence Account Number XVC3129 when making all reservations.

Go to https://www.national-car. ca /en_US/car- renta l / loy -a l t y / c o r p o r a t e - E n r o l l m e n t .h t m l / k e y W o r d = X V C 3 1 2 9 .html?locale=en_US to join the Emerald Club to take advantage of these benefi ts.

Alamo

Drive Happy® with Alamo®. Save up to 20% on your next

rental.

Book online at alamo.com or call 1-800-462-5266 and reference Contract ID 7016235 at the time of reservation. With self-serve check-in you can skip the counter, check-in at the kiosk and drive away. All

you need is a valid driver’s licence and a major credit card. It’s that easy. Get to the fun faster. Alamo Rent A Car has locations in more than 42 countries worldwide with more than 1,000 Alamo car rental locations found throughout the United States, Canada, Europe, Latin America, the Caribbean, Asia-Pacifi c, Africa and Australia.

Hertz/Thrifty

Hertz is excited to offer COPA Members our best in class pro-

grams and benefi ts. When making a reservation for business travel, make sure you use the following Corporate Discount Number (CDP): 2021253.By signing up for Hertz Gold Plus Rewards, you can bypass the reg-ular rental counter and proceed directly to your pre-assigned ve-hicle, saving you valuable time. It also means you only have to complete one rental agreement

for all time with Hertz. And you only have to tell Hertz your rental preferences exactly one time.

As a Hertz Gold Plus Rewards member, you will also be automat-ically enrolled in Hertz’s frequent renter program in which you will be able to earn higher levels of Gold service, personal free day certifi cates, free upgrades and bo-nus frequent fl ier miles.

Go to http://www.copanational.org/files/Hertz_Gold_Plus_Re-wards_2014.pdf for information about becoming a Hertz Gold Plus Rewards member.

Thrifty offers COPA members affordable car rentals across

Canada and around the world.

For reservations: Web: https://w w w. t h r i f t y. c o m / r e s / m a i n .asp?corpnum=1660530706. Call 1-800-THRIFTY (1-800-847-4389) and quote CDP #1660530706.


300 Hangar Space 305 Help Wanted300 Hangar Space

CYKF T-HANGAR FOR RENT, 40ʼwide, 12ʼ high, sliding steel doors, as-phalt floor, including electricity. Tiedowns available. Peter 519-836-3162,[email protected]

HANGAR FOR SALE CYYJ (VICTO-RIA, BC), Hurricane hangars, 38w,32d, 12h. Power bifold door on airportside. Direct street access opposite side(man door and overhead door). Fullydrywalled, insulated, gas heat. CYYJʼsbest complex. $145,000. Contact John250-661-4375, [email protected]

HANGARMINIUM FOR SALE ORFULL/PARTIAL RENTAL, OshawaAirport. 3,250 sq. ft. 65ʼ x 50ʼ. Newwashroom, radiant gas heating, ceil-ing fans. Asking $349,900. For moreinfo contact Brent at 416-456-1412 oremail [email protected]

LACHUTE CSE4 SPACE IN NEWLYBUILT HANGAR, nice and bright yourairplane will love it!!! Contact Julian at514-995-0537 or [email protected] orwww.cse4.ca

NEW HANGARS 42X32, electricdoor. Introductory offer for StoneyCreek Airfield near Hamilton. All newgreat location. Details call GerardPalmer 905-643-7334, 905-870-3563.

T-HANGARS FOR RENT AT THEOSHAWA MUNICIPAL AIRPORT.Hangar space is now available forlease. Great hangars with electricityand bi-fold doors. Dorothy 905-576-8146 ext 6 or [email protected]

UNIQUE HANGAR OPPORTUNITYfor sale at High River, AB, CEN4.6,000 sq. ft., double bay, 2 x 50ʼ bifolddoors, heated floor, fully insulated.Details call Rob 403-601-4103.

CONDO T-HANGAR FOR SALELACHUTE AIRPORT CSE4, 32x42x16including 16x16 furnished apartment.Main living area & kitchen with air con-ditioning upstairs connected by spiralstaircase to bathroom with heated tileflooring & spare bedroom downstairs,electric heating throughout, dehumid-ifier & large 42ʼ bifold door. Asking$170,000. Bob 514-794-5544.

305 Help Wanted

ALBERTA AIRCRAFT WELDINGAND MANUFACTURING COMPANYis looking for sheet metal weldersand riveters. Full time position cwcompany benefit package. Will trainthe right candidate. Contact [email protected]

FLIGHT INSTRUCTOR, TRAININGOPERATIONS SUPERVISOR, Rich-copter is searching for an Aviation pro-fessional with 5 to 8 years of airlineexperience as captain in Asia and 5years of flight instruction in Asia. Mustbe fluent in Mandarin and eitherFrench and/or English. Valid ATPL li-cense with at least 5,000 hrs PICw/extensive knowledge of Asian flighttraining market, aviation industry, mar-ket in training of pilots, operations,regulations. Traveling to Asia on reg-ular basis. Willing to relocate, Drum-mondville, QC. $85,000 CDN/year 35hrs per week + commissions. Perma-nent position, relocation incentive.Patrick Richardson, President 819-850-0909, [email protected]

COPA MEMBERS ARE ENTITLEDTO ONE 2-MONTH COMPLIMEN-TARY CLASSIFIED ADVERTISE-MENT IN THE CANADIAN PLANETRADE SECTION, “HELP WANTED”FOR THOSE SEEKING EMPLOYEESOR “EMPLOYMENT WANTED” FORTHOSE SEEKING A JOB. LIMITONCE PER MEMBER AND A MAXI-MUM OF 30 WORDS.

310 Flight Instruction

CFI. CERTIFIED FLIGHT INSTRUC-TOR. (Over 2,500 hrs TAILWHEEL fly-ing, training) Multi engine. Canada,US licence Aircraft pick up delivery &Homebuilts. Reg C. Located southernAlberta. Contact at 403-331-1301 [email protected]

335 Parachutes

PILOT EMERGENCY PARACHUTESfor gliders, powered aerobatics, war-birds. Sales and service. Back, seat,chair; custom colours. National,Softie, Strong, new/used. Call FlyingHigh Manufacturing Inc., 403-687-2225, or thru www.flyinghigh.net

340 Parts for Sale

PARTING OUT SEMINOLE, Cardinal,C-150, C-172, Mooney, Viking,Apache. Also rebuildable Tri-Pacer,Zenith 250, Aeronca Sedan also O290Lycoming, 200 HP Ranger engine,lots of parts. 519-453-2579.

What do I get with myCOPA membership?

Not only do you add your voice to our lobbying effort for your freedom to fl y, but you also receive negotiated special discounts with suppliers of services.

On top of getting hotel and car rental discounts…did you know that you also receive…

Insurance programs such as:

VIP Aviation Insurance Program – Through COPA and The Magnes Group Inc. you have access to preferred rates, enhanced coverages, and exceptional service. The VIP Aviation Insurance Product offers fl exibility to meet your needs through three dif-ferent plans; VIP Gold for full in-motion coverage, VIP Silver for liability and not-in-motion coverage and VIP Bronze for aircraft renters and borrowers.

VIP Group Life, Health and Dental Benefi ts Program – Now, through COPA and Sun Life Assurance Company of Canada, you can help protect yourself and your family with Life Insurance, Extended Health Care Insurance and Dental Care Insurance. This plan has been developed exclusively for the members of COPA.

VIP Retiring Member Benefi ts – Just because you retire doesn’t mean your need for Health and Dental Insurance disappears. Your claim patterns may change and your claims costs may shift with Provincial Insurance Plans taking over some of your drug costs but this does not diminish the need for coverage.

VIP Voluntary Accidental Death & Dismemberment Insurance – Now you can elevate your insurance with one of the broad-est Accidental Death & Dismemberment Insurance products in Canada. This coverage protects aircraft owners and pilots 24/7, even when fl ying.

COPA Emergency Medical Travel Program – Puhl Employee Ben-efi ts Inc. is pleased to announce that the Emergency Medical Travel Program is now extended from age 69 to age 74! The Program, underwritten through SSQ Insurance has in addition to regular EMT plan coverages designed to cover emergency medical costs outside of your province of residence, coverage for the pilot and all dependent family members while you are piloting an aircraft in the event of an indiscriminate landing.

And…

The Personal Home and Auto Group Insurance – As a COPA member, you automatically qualify for exclusive group rates on home and auto insurance with The Personal.

BMO COPA Mastercard – Every time you use your card to make a purchase, a payment is made to COPA from BMO Bank of Montreal to support your freedom to fl y. These funds also help COPA maintain the low annual membership fee.

SPOT Tracking Service – GPS reporting device that has several features for peace of mind for you and your loved ones. When you purchase a SPOT there is a requirement to purchase an an-nual subscription to various levels of service. The basic service (unlimited check-in, help and 911 messages) is $99.99 U.S. per year. The additional Track Progress service is available to COPA members for free with a promotional code.

Go to

www.copanational.org for further information about these benefi ts and others.

Specializing In Fibreglass Aircraft PartsEmail: [email protected]

www.selkirk-aviation.com(208) 664-9589 V-Mail 1-800-891-7687

• Products FAA Approved• Interior Panels• Glare Shields• Nose Bowls• Extended Baggage Kits• Composite Cowlings for All Cessna

180 and 185 and Years 1956 to1961 Cessna 182 Aircraft Models

• Vinyl & Wool Headliners• Products Available for Many

Single-Engine Cessnas• PA18 Carbon Fiber Cowlings for

Non-certified Cub Aircraft Available• Soundproofing Kits Available

No, you didn’t miss the deadline!The “Last Minute” ad column accommodates classified listings that arereceived after the regular classified deadline. Your “Last Minute” ad willappear there for one issue and will be moved to the appropriate sectionif you want to run it two or more times. Deadline for this option varies.Call COPA Flight for further information.

Humphrey Aircraft Services

Located on the water in the heart of SAULT STE. MARIE, Ontario

AMO 52-93Inspections ◆ Repairs ◆ Rebuilds ◆ Welding ◆ Parts

Aircraft Import & ExportSKILLED ◆ EXPERIENCED ◆ DEDICATED

100 LL FUEL AT THE DOCKConvenient Customs Clearances

Phone: 705-759-2074 ◆ Fax: 705-759-0038Email: [email protected]

http://www.humphreyaircraft.com

KOVACHIK AIRCRAFTSERVICES LTD.

40 years experienceCertified AMO

* Specializing in fabric work,structural repairs and rebuilds• Engine overhaul and repair• Parts and accessories• STC - for Stewart Warner Fuel

Transmitters• Certified or Homebuilt

905-335-6759E-mail: [email protected]

A SUPERIOR pilot is one who stays out of trouble by using SUPERIOR judgment to avoid situations

which might require the use of SUPERIOR skill.


COPA and AOPA have teamed together to provide a great benefit only for COPA members. As a COPA member, you are entitled to a one-year subscription to AOPA Pilot magazine at the special rate of $64 US. That’s $15 off the regular international subscriber rate. You’ll also get 24/7 access to the AOPA website and pilot assistance services.

GET YOUR SUBSCRIPTION TODAY! Contact AOPA directly at 1-301-695-2000 to order your subscription to AOPA Pilot magazine today! Be sure to have your COPA member number handy when you call.

SAVE $15 ON AOPA PILOT TODAY!

GET A GREAT DEAL ON ANAOPA PILOT SUBSCRIPTION FOR COPA MEMBERS ONLY!

THIS SPECIAL OFFER IS ONLY OPEN TO COPA MEMBERS WHO ARE CANADIAN RESIDENTS.

TURBINE EDITION

The Voice of General Aviation

Phenom 10

0/300

| Stemm

e Motorglider | N

orth Dakota Boom Tim

es

ww

w.aopa.org

Novem

ber 2014

www.aopa.org/pilot | November 2014 | $6.95

AOPA FLY-INS NEW REGIONAL EVENTSST. SIMONS, GEORGIANOVEMBER 8, 2014p. 54

Oil Boom EffectAVIATION EXPANDS IN NORTH DAKOTA Stemme Revival

SLICK MOTORGLIDER COMEBACK TOURCraftsmanshipOLD-STYLE RESTORATIONS

Phenom 100 coasts along the shores of South Florida.

PhenomenalThe latest options and upgrades

EMBRAER PHENOM 100/300

Extras

1411p_Cover_turbine.indd 1

The Voice of General Aviation

ww

w.aopa.org

Novem

ber 2014

Oil Boom Eff ectAVIATION EXPANDS IN NORTH DAKOTA

CraftsmanshipOLD-STYLE RESTORATIONS

iPad TechnologyHELPING YOU IN THE COCKPIT

Stemm

e Motorglider | O

ld-Style Restorations | North Dakota Boom

Times

NEW REGIONAL EVENTS

ST. SIMONS, GEORGIA

NOVEMBER 8, 2014

p. 54

YEARS

www.aopa.org/pilot | November 2014 | $6.95

+Flexible FliersSTEMME REVIVAL p. 58

GLIDER RATING IN A WEEK p. 66

CLUBS PROMOTE GLIDERS p. 44

MEET ‘GLIDER BOB’ p. 128

AOPA FLY-INS

AVIATION ABBREVIATIONSThe following are commonabbreviations used inCanadian Plane Trade classified advertising. When counting an ad forinsertion charges, each abbreviation is one word. When more than one abbreviation is shown, first given is preferred.

AC.................................................air conditionA/C................................................aircraftAD ................................................Airworthiness DirectiveADF...............................................automatic direction finderA&E ..............................................airframe & enginealc .................................................alcohol (as in alc. prop)AP .................................................auto(matic) pilotATS................................................automatic throttle systemASI ................................................airspeed indicator360CH............................................360 channel radio720CH............................................720 channel radioCG.................................................centre of gravityCHT...............................................cylinder head temperatureComm/com...................................communicationsCont..............................................Continental (engine)CS..................................................constant speed propellerDG ................................................directional gyroDME..............................................distance measuring equipmentEGT ...............................................exhaust gas temperatureELT ................................................emergency locator transmitterEnc Alt..........................................encoding altimeterFBO...............................................fixed base operationFD .................................................flight directorFREMAN, FREM.............................factory remanufactureGEM..............................................graphic engine monitoringGPH ..............................................gallons per hourGR..................................................glide ratioGS .................................................GlideslopeHP .................................................horsepowerHSI ................................................horizontal situation indicatorIFR.................................................instrument flight rulesILS ..................................................instrument landing system3LMB/MB......................................3 light marker beaconLOC...............................................localizerLRF................................................long range fuel (capacity)Lyc.................................................Lycoming (engine)MB ................................................See 3LMBMK................................................Mark (model of equipment)MPH..............................................miles per hourNAV ..............................................navigationNAV/COM.....................................navigation/communicationsNDB ..............................................non-directional beaconNDH..............................................no damage historyOAT...............................................outside air temperatureOBO..............................................or best offerO/Oxy ...........................................oxygenP&W .............................................Pratt & Whitney (engine)RMI ...............................................radio magnetic indicatorRNAV............................................area navigationSCTOH ..........................................since chrome top overhaulSCMOH.........................................since chrome major overhaulSFREMAN/SFRM...........................since factory remanufactureSMOH ...........................................since major overhaulSPOH ............................................since prop overhaulSTC................................................supplemental type certificateSTOH ............................................since top overhaulSTOL .............................................short take off & landingT&B...............................................turn & bankTBI ................................................turn & bank indicatorTBO...............................................time between overhaulsTT..................................................total timeTTAE or TTE..................................total time aircraft engineTTAF or TTA .................................total time aircraft frameTTSN .............................................total time since newVFR ...............................................visual flight rulesVHF...............................................very high frequencyVOR ...................................................very high frequency Omni-Rangexpdr ..............................................transponder

Leave your worries behindwith COPA Travel Insurance

Wherever you travel, make sure you purchase travel insurance. Whether you are taking your annual trip down south or hitting the slopes in Whistler, having theright travel insurance is important to ensure you are covered every step of the way.

COPA Travel insurance is available for purchase to all COPA members up to age 74.

• Annual Multi-trip coverage - 45 days per trip maximum• Annual premium - $249 up to age 70• Annual premium - $499 - ages 70-74• Pre-existing conditions are covered if you are under age 65. 3 months pre-existing condition clause for ages 70-74

Finally, coverage for pilots.

A unique feature of this plan is that it will cover you and your family, while you are piloting outside

your province of residence. Other travel insurance plans do not provide coverage while you are piloting

an aircraft.Details at:

COPA Travel Affi nity Member Insurance Plan#309, 259 Midpark Way S.E., Calgary, Alberta, T2X-1M2

e-mail: copatravel@puhlemployeebenefi ts.comWebsite: http://www.copatravel.com

Phone: (403) 221-9308 ext 200 / Toll-Free: 1-855-234-3808 (MST)Fax: (587) 387-2096

Please visit & bookmark us!www.PuhlEmployeeBenefi ts.com / COPA CI Insurance

oting

M2

ContactUs

Today!

Aircraft For Sale On LineCanadian Plane Trade classified advertisements appear

on COPA’s website – Canada’s largest aviation web site:

www.copanational.orgClick on ‘Members Only’


365 Real Estate340 Parts for Sale

LYCOMING O-320 B3A, 210 SMOH$14,000. Sensenich prop M74DM$2,000. Parts Zenair CH300 + floats.819-648-5156, [email protected]

MGK AERO: Parting many light sin-gles and C-337 Skymaster. Also Ly-comings and Continentals certified,experimental and parts. Certifiedcases, cranks, cams, cylinders, etc.C-185 legs and rudders. Propellersfixed, constant speed, overhauled andexperimental. Instruments, avionics.204-324-6088.

365 Real Estate

EXCELLENT 2-STOREY HOME, builtin the 1830ʼs, 3 bed, 2 baths. Largeworkshop, in-ground pool, 100 x1500-foot grass runway. 51.51 acres,as per new survey, dated 2014. Valuein land. Note: borders North Burling-ton, Milton and Kilbride town, situatedin the town of Campbellville. Buildyour dream home on this beautifulproperty! Call sales representative“BIG JOHN” Cosentino 905-388-1110,Coldwell Banker Pinnacle Real EstateBrokerage. ASKING PRICE$2,499,900.

TERRAIN AÉROPORT ST-DONAT(CSY4) 33,000 PICA. Autorisation deconstruire un hangar. $48,000. 514-502-8332, [email protected]

WATERFRONT GROUP INVEST-MENT OPPORTUNITY, 2.96 acres inthe Okanagan Valley, this propertyboasts stunning views and tranquilityon 450 ft. of waterfront with active rev-enue. Bring your float plane! $1.645Million. Contact Jennifer at 604-536-1141 or [email protected]

370 Share or Partner

LOVE TO FLY? Cost too high? Live inHamilton GTA. Cut cost in half or less!289-308-6101, [email protected]

375 Skis for Sale

3500 FEDERAL STRAIGHT SKIS,good condition. Last used winter of2015. Phone 204-624-5054,[email protected]

Brandon Petroleum Sales Ltd.

AeroShell W 15 W 50 (case of 12 qts. - 12 x 0.946 litres)

Our Price!! *$99.00*AeroShell W 100 Plus (case of 12 qts.)

Our Price!! *$85.00*Phillips X/C Aviation 20 W 50 (case of 12 qts.)

Our Price!! *$85.00*AeroShell Fluid 41 (gallon can)

Our Price!! *$45.00**plus EHC and GST where applicable*

We ship by FedEx or Greyhound.

Call for a shipping rate today!

1-800-607-4355Edmonton: 3515 76th Ave. (780)-413-1826Calgary: 6811 52nd St. SE (403)-234-8954

www.aviationoil.ca

Contact Aircraft Finance SpecialistJohn Mealey416.706.4331jmealey@travelersfinancial.comwww.travelersfinancial.com

Take flight with TravelersIt’s great to have good choices. Travelers has unique pilot-friendly financing programs that get you what you want.

We understand the industry and share your passion for flight.

Skywagon City Inc.2851 Skywagon Blvd., Brechin, ON, L0K 1B0

[email protected] Fax 705-484-5606

Your Premiere Source for Pre-Owned Partsfor Cessna 180/182/185/206/207

• Fuselage parts, cowlings, tail feathers, engine parts andmounts, wings, interior parts and more, avionics andinstruments

• No parts too large or too small• We also have a homebuilders’ corner (wheels and brakes),

instruments, landing gear and lots more• Skywagon City will purchase damaged and derelict aircraft

or inventories• Currently parting out 50 aircraft

Replacement

Window LatchesNow available for your100, 200 & 300 Series

Cessna

Certified& in stock

Aircraft Exterior Fairings

450 NEW VINYLESTER AIRCRAFT EXTERIOR FAIRINGS MODELSAvailable on the WEB at www.aerofairings.ca

819-375-1250Fax: 819-379-1131

Special Costco Membership Off er for the members of the Canadian Owners and Pilots Association

Go to the COPA website to download and print off the off er and bring it in to

any Canadian Costco warehouse along with your membership fee and receive

a $10 Costco Cash Card when you sign up for a Costco Gold Star or Executive

Membership.* You can also sign up online at Costco.ca using the promotion code

“EXEC39” for Executive Membership or “GSWEB65” for Gold Star Membership at

the checkout. This off er is valid for new Costco memberships only and expires

April 30, 2016. Visit your local Costco warehouse for thousands of high-quality,

brand-name products and services.


Canada’s Number One Monthly Sourceof Aviation-related Classified Advertising

PHOTO CLASSIFIEDSAd includes black and white photo, 30 words and full colour listing on website for only $50 + applicable taxes for members, $65 + applicable taxes for non-members (30 words). Please send color or black and white photo-graph. Please e-mail a jpg or tiff file.

COLOUR PHOTO CLASSIFIEDS(Limited space available)

Ad includes colour photo, 30 words maxmum, and full colour listing on website for only $70 + applicable taxes for members, $85 + appli-cable taxes for non-members (30 words). A $15 surcharge for front page CPT placement applies.

PLEASE SEE ABOVE FOR AD PRICES

Take advantage of “LAST MINUTE ADS”!Advertisements received after deadline have the option of using our Last Minute section. This will ensure exposure in the upcoming issue. If you’re running the ad more than once, we will automatically transfer it to the appropriate classification for the next issue.

HOW TO COUNT YOUR AD: WORD COUNT SAMPLE 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 161966 Cessna 150, 2998 TT, 1200 SMOH, Escort 110 nav/com, ARC, ADF, xpdr Mode C, GPS, 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 current C of A, excellent condition, paint 7/10, new interior 1996, always hangared. $24,000 OBO. 32 33 34 35 36 613-555-1234, E-mail: [email protected].

TOTAL WORD COUNT: 36 WORDS at .85 PER WORD = $40.10 + GST OR HST

Canadian Plane Trade Order FormIn case of error or omission, COPA Flight will be responsible for one insertion only. Ads received after deadline date have the option to appear in the "Last Minute" section (at customer's request) or will appear in the next issue.

NO CLASSIFIED AD INSERTION WILL BE ACCEPTED WITHOUT PREPAYMENT.

COPA members - Minimum ad charge of $35.00 (plus GST or HST)(30 words) 85¢ plus applicable taxes for each additional word.Non-members - Minimum ad charge of $35.00 (plus GST or HST)(25 words) $1.00 plus applicable taxes for each additional word.

Name: ____________________________________________ COPA membership no.: _______________

Address: __________________________________________ City: _______________________________

Province: ___________________________________________ Postal Code: ________________________

Phone no. (h)______________________ (w) ____________________ Fax: ___________________

Payment Method: ❐ Cheque ❐ Money Order ❐ Visa ❐ MasterCard

Credit Card No.: ________________________________________________ Expiry Date: _____/_____

E-mail Address: ____________________________________________________________________________

Cheques payable to: COPA Flight Publishing - Must be received before deadline

Please type or print clearly. COPA Flight is not responsible for errors due to poor copy. Please punctuate your ad. Editor reserves the right to make stylistic changes. Refer to index to select index number.

PLEASE INDICATE: ❐ Classified ❐ Black & White Photo Classified ❐ Colour Photo Classified ❐ Front Page Colour Photo Classified ❐ Last Minute Ad

Indexnumber: ______

Number ofInsertions: ______

Classified Ad: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

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_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2613-236-4901 ext.106 • Fax: 613-236-8646

E-Mail: [email protected]

Submit your order by mail, fax or e-mail to:

Canadian Plane Trade

✃

MARCH DEADLINE: FEB. 5, 2016

Area Codes in Canada

NORTHWEST TERRITORIES, NUNAVIT,

AND YUKON867 (all three territories)

BRITISH COLUMBIA250 (Victoria, Prince George, Kelowna)604/778 (Vancouver, Surrey)

ALBERTA403/587 (Calgary, Lethbridge, Medicine Hat)780 (Edmonton, Fort McMurray)

SASKATCHEWAN306 (all of Saskatchewan)

MANITOBA204 (all of Manitoba)

ONTARIO416/647 (Toronto)519/226 (London, Windsor, Kitchener)613 (Ottawa, Kingston)705 (Sudbury, Sault Ste. Marie, North Bay)807 (Thunder Bay, Kenora)905/289 (Hamilton, Niagara Falls, Mississauga)

QUEBEC418/581 (Quebec City, Rimouski, Chicoutimi)450 (Laval, Longueuil)514/438 (Montreal)819 (Sherbrooke, Trois-Rivieres)

MARITIMES506 (New Brunswick)709 (Newfoundland)902 (Nova Scotia and Prince Edward Island)

250-545-4884

[email protected] or Jim @ 250-545-4884www.seaplaneswest.com

Demonstrator Aircraft in Vernon – Come see

3500L Straight and 3400 Amphibious forCessna 180, 182, 185 and 206

2200 Super Cub 5850 Beaver

Cessna 182 Float Conversion KitsAll 1956 thru 1986Aerocet floatsWipline floatsEDO floats

INSTALLATIONS INCLUDED

NEW STCadds 400 lbs.

GROSS WEIGHT INCREASEon Cessna 182, P, Q and R

Increase to 3360 lbs.!!Over 1200 lbs. on Straights,

1000 lbs. + useful load on Amphibs!


For more information on the benefits of COPA Membership see ad on page 12.

Welcome aboard new COPA members

ABOUNEHME, SAM

ADSETT, DUSTIN

ALEXANDER, GREGORY B.

BLATCHFORD, MARK

BROERE, JACOB

CARIGNAN, RICHARD

CLARKE, DAVID

CROSINA, JORDAN

DECOSSE, SHELDON

EMERSON, RILEY

GABE, CHRIS

GARGOL, JEREMY

GIBSON, DUSTY

GILLIS, RONALD

GORDON, MARK

GOSSELIN, DANIEL

GRAVETS, VYACHESLAV

GRECO, FRANK

GROEN, RONALD

HANSEN, CODY

HARGRAVES, ROBERT

HEHN, BRETT

HUNTER, BROCK

JEPPESEN, RON

KOBERSTEIN, CHRIS

LANCIONE, EMILIO

LARSEN, CARL

LEGERE, RONALD

LEONARD-KELLER, KEVIN

LIBLIK, DATHAN

LODGE, LEON

LUSCHINSKI, KYLE

MACARTHUR, ROBERT

MACE, ROBERT

MADANDAR, MEHDI

MARQUETTE, RAYMOND

MAUSHAGEN, MICHAEL

MCCLEMENT, DOUG

MCCLEMENT, JACQUELINE

MCKENNA, DAVID

MCLEAN, IAN

MCMASTER, ELLIE

MCMASTER, JONATHAN

MCMASTER, MAELA

MCNAIR, GARY

MEIER, ANGELIA

MOIR, DAVID

MOIR, PAUL

MOIR, SHERI

MOSIMANN, LARRY

NAZER, HAMAD

OUELLETTE, MICHAEL

PARROT, SEBASTIEN

PHELAN, RICHARD

PHILLIPS, ROBERT

PIRANI, MAZHAR

POP, SILVIU

PROVOST, MANON

RAABER, GORDON

REID, DAVID

REIMER, THOMAS

SCHOLLIE, MIKE

SIMPSON, CLARE

SPURGEON, RITA

STACKHOUSE, TIM

STEOHENS, JACKIE

STEWART, PETER

STEWART, RYAN

TOTH, BRAD

WALKER, ELIZABETH

WALKER, JIM

WELTE, KENNETH

WHITE, CHRISTOPHER

WHITE, JACQUELINE

WHITE, STEVEN

WONG, WILSON

✃

✃

As a COPA member you receive a membership card, our monthly COPA Flight newspaper by mail and, if you provided an email address, electron-Ic notifi cation of your membership renewal.❐ I wish to receive electronic communications from COPA. COPA also provides the opportunity for you to receive information by email from our membership benefi ts partners. In order to comply with federal electronic anti-spam legislation, you must opt in by clicking the box immediately below to receive this information. If you do not wish to receive this information, simply leave the box unchecked.

❐ I wish to receive electronic solicitations from COPA’s membership benefi ts partners. You will also receive information by direct mail from our membership benefi ts partners, such as our insurance broker, Magnes, informing you of special deals for members unless you click the box immediately below.

❐ I do not wish to receive direct mail solicitations from COPA’s membership benefi ts partners.

By submitting this form you agree to support the Strategic Vision of the Organization, which is “COPA will be the strong, recognized and credible voice, suffi cient in size and capability to optimize access to Personal Aviation in Canada.”

Your membership is eff ective upon receipt of your membership number sent to you by electronic or other means. When you receive your number you are entitled to all the benefi ts of COPA membership but it is subject to confi rmation by the Board of Directors at their next board meeting in accordance with COPA General Operating By-Law No. 1, section 3.01 (http://www.copanational.org/fi les/2014-06_COPA_Bylaws_Final.pdf). Unless and until you hear back from COPA about the status of your membership, you can consider yourself a full member of COPA.

COPA Automatic Membership RenewalsCANADIAN OWNERS AND PILOTS ASSOCIATION

It is possible to have your COPA membership renewed automatically every year. This service prevents your COPA membership from lapsing if you forget to renew on time. It also saves your association from sending out renewal notices. Sign up for automatic membership renewal now.

CANADIAN OWNERS AND PILOTS ASSOCIATION71 BANK ST., 7TH FLOOR, OTTAWA, ON, K1P 5N2 • TELEPHONE 613-236-4901 • FAX 613-236-8646

I AGREE: By signing this form you are authorizing COPA to debit your credit card account on your ANNUAL renewal date for a personal membership ($58.00 plus applicable tax) or a family membership ($79.00 plus applicable taxes). It is the responsibility of the member to notify COPA of any changes to your credit card, i.e. expiry date. Should membership fees increase, you will be notifi ed by mail and requested to fi ll out a new form.

Name: ___________________________________________ Member No.: ____________

Personal Membership $58.00 plus applicable taxes $______________

Family Membership $79.00 plus applicable taxes $______________

Donate to COPA Flight Safety Fund $______________

Donate to Neil Armstrong Memorial Scholarship Fund $______________

Total to be charged annually (CREDIT CARD ONLY): $______________

Please list family members below if you are applying for a family membership. (They will receive a membership number if they do not already have one.)

Name: _________________________________________ Member No.: ______________

Name: _________________________________________ Member No.: ______________

Credit Card: ❐ Visa ❐ MasterCard Card No.: ________________________________

Expiry Date: _____________________ Name on Card: ___________________________

Signature: _______________________________________ Date: ___________________


COPA is personal aviationJoin now and support aviation in Canada today!

Membership benefits include:• Information • Representation • Insurance • Assistance • Friendship

Membership Benefits• Freedom to Fly representation to all levels of

government• Information - 12 issues of COPA Flight per year• Discounts on aviation products, services, car rentals

and accommodations• Pilot insurance• Fly-ins and seminars

For more information 613-236-4901Fax: 613-236-8646

E-mail: [email protected]

MEMBERSHIP APPLICATION & RENEWAL FORM✃✃

New ❐ Renewal ❐ Membership Number: _______________Name: _________________________________________________________________Address: _______________________________________________________________City: _________________________ Province: __________ Postal Code: ____________Daytime Tel. #: ___________________________ Evening Tel. #: __________________Email address: __________________________________________________________

Family Membership:(Please list family member’s name below. Each will receive their own member card.)

Name: _________________________________ Date of Birth: _________________Name: _________________________________ Date of Birth: _________________Name: _________________________________ Date of Birth: _________________Name: _________________________________ Date of Birth: _________________

MembershipAll funds in Canadiandollars, taxes included

1 Year Regular1 Year Family3 Year Regular3 Year Family

BC, YT, NT, AB, NU, SK, MB, QC

$60.90

$82.95

$165.90

$232.05

ON, NB, NL

$65.54

$89.27

$178.54

$249.73

PE

$66.12

$90.06

$180.12

$251.94

NS

$66.70

$90.85

$181.70

$254.15

Membership FeesForeign Address Fees

Outside of Canada

$79.00

$105.00

$221.00

$285.00

Amount

___________________

___________________

___________________

___________________

___________________

Voluntary Donations to: Special Action Fund _________________ Neil Armstrong Scholarship Fund* _________________ COPA Flight Safety Foundation* _________________

(All prices in Canadian funds) TOTAL: _________________*You will receive an income tax receipt for your charitable donation.

As a COPA member you receive a membership card, our monthly COPA Flight newspaper by mail and, if you provided an email address, electronic notifi cation of your membership renewal.❐ I wish to receive electronic communications from COPA. COPA also provides the opportunity for you to receive information by email from our member-ship benefi ts partners. In order to comply with federal electronic anti-spam legislation, you must opt in by clicking the box immediately below to receive this information. If you do not wish to receive this information, simply leave the box unchecked.

❐ I wish to receive electronic solicitations from COPA’s membership benefi ts partners. You will also receive information by direct mail from our membership benefi ts partners, such as our insurance broker, Magnes, informing you of special deals for members unless you click the box immediately below.

❐ I do not wish to receive direct mail solicitations from COPA’s membership benefi ts partners. Please clip and return this form by fax or mail.

By submitting this form you agree to support the Strategic Vision of the Organization, which is “COPA will be the strong, recognized and credible voice, suffi cient in size and capability to optimize access to Personal Aviation in Canada.”

Your membership is eff ective upon receipt of your membership number sent to you by electronic or other means. When you receive your number you are entitled to all the benefi ts of COPA membership but it is subject to confi rmation by the Board of Directors at their next board meeting in accordance with COPA General Operating By-Law No. 1, section 3.01 (http://www.copanational.org/fi les/2014-06_COPA_Bylaws_Final.pdf). Unless and until you hear back from COPA about the status of your membership, you can consider yourself a full member of COPA.

Payment Information:Cheque ❐ Visa ❐ MasterCard ❐

Credit Card Number: _____________________

Expiry Date: ___/___

Name On Card: __________________________

Signature: _______________________________

Canadian Owners and Pilots

Association71 Bank St., 7th FloorOttawa, ON, K1P 5N2Tel.: 613-236-4901Fax: 613-236-8646

E-mail:[email protected]

REFERRING MEMBER

Name: ______________________________________

Membership No: ___________

Lifetime $1,000 including tax

COPA NEW - Canadian Owners and Pilots Association

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Transcript of COPA NEW - Canadian Owners and Pilots Association