|Partenair S45 Mystere lands at Lachute, 2004|
As in 2010 the Canadian private civil aircraft fleet continued to expand in 2011, still recovering from the recession of 2008-10.
In 2008 the fleet grew at 3.2%, but by 2009 that rate had dropped to 2.2%. In 2010 it rebounded slightly to 2.3% and in 2011 the rate increased still further to 2.5%, but it still lags well behind the 3% plus seen though the middle 2000s, when economic times were better.
The recession and the very tenuous recovery we have seen has definitely slowed down the rate of aircraft purchases in Canada. As in recent years the fact that the fleet has continued to grow at all, and not shrink, is probably due to the continued high asking prices for used aircraft in Canada as the US dollar remained weak in 2011. Aircraft asking prices should have again decreased this past year as the Canadian dollar was at or near par against the US dollar, but Canadian asking prices remain consistently higher than US prices, encouraging cross-border aircraft shopping and acting as a Canadian fleet growth driver. The problem remains that many of those over-priced-and-not-selling-fast aircraft are also not being flown much, so while the Canadian civil fleet grows in size the amount of flying probably isn't changing a lot.
In 2011 the total Canadian civil fleet increased in size by 772, compared to 642 aircraft in 2010, 600 in 2009 and 803 aircraft in 2008. In 2011 the private fleet accounted for 85% of the growth seen, increasing by 674, while the commercial aircraft fleet increased by 94 aircraft, a substantial improvement over 2010's commercial fleet increase of only 29 aircraft.
The state fleet, those aircraft owned by the various levels of government in Canada, reversed its shrinking trend of recent years and grew by four aircraft, all of them helicopters.
For the past few years, certified aircraft have been leading the growth in private aircraft numbers for Canada. Fuelled by a low US dollar and high asking prices for aircraft in Canada, this makes US imports cheaper than buying domestically. The numbers increased in 2011 with 228 certified aircraft added, much more than 2010's total of 174. In 2011, certified aircraft was the category with the largest growth by a big margin over basic ultralights, the category with the next largest growth. In 2011, the new additions to the certified fleet were made up of 219 airplanes, three helicopters and six gliders.
Private certified aircraft accounted for 29% of the overall fleet growth in 2011. There were 15,934 private certified aircraft at the end of 2011, out a total of 27,727 total private aircraft registered.
For the last number of years BULAs have been the second quickest growing area of private aviation and this trend continued in 2011. The category increased by 161 and accounted for 24% of the private fleet growth. There were 5,436 BULAs registered at the end of 2011. Low cost seems to be driving the growth of this category.
Amateur-built aircraft were in the number three slot again in 2011, increasing by 137, up from an increase of 109 in 2010. In 2011 the aircraft added were made up of 131 airplanes, seven helicopters and one balloon. The number of gliders and gyroplanes decreased by one each. Amateur-builts made up 21% of the aircraft added to the overall fleet in 2010.
Amateur builts now number 3,881 in Canada and include a wide variety of aircraft, from fixed wing airplanes, helicopters, gliders, gyroplanes to balloons, airships and even one ornithopter.
In 2011 AULAs remained in fourth place for growth, increasing their numbers by only 28 airplanes, compared to an increase of 39 in 2010 and 42 in 2009. Their growth in numbers in 2011 made up 4% of the fleet increase and brought the total number of AULAs on the civil register to 1,149. By the category definition, all AULAs are powered fixed wing aircraft.
The AULA category was introduced in 1991 and therefore 2011 was its twentieth anniversary. The category has increased its numbers at an average of 57 aircraft per year and so can hardly be considered the success that was envisioned twenty years ago, when it was heralded as the answer that would bring many more people into recreational flying. As in the past three years the number of AULAs added was well below the average and seems to indicate that the category is slowly dying out, a trend mostly likely linked to the high price of new AULAs.
The O-M category added 27 aircraft in 2011, well down from the total of 36 added in 2010. By the end of 2011, there were 546 O-M aircraft on the registry, made up of 533 airplanes and 13 gliders.
This category has suffered from low numbers of aircraft being moved from the certified category ever since the American FAA announced that O-M aircraft will never be allowed to fly in US airspace or sold in the USA. Overall this category seems to be waning over time and transfers from the certified category will probably continue to decrease in future years.
As the economy recovered somewhat in 2011, the commercial aircraft fleet increased by 94 aircraft to bring it to 6,955. The numbers show an increase of 41 airplanes, 51 helicopters and two balloons. Almost all the commercial fleet growth was in twin-engined aircraft, with 86 added, versus just three singles and four four-engined aircraft. One three-engined aircraft left the fleet, probably another old Boeing 727 being retired.
At the end of 2011 the private fleet made up 79% of the aircraft in Canada, with the commercial fleet at 20% and the state fleet at 0.8%. These proportions have not changed since 2007.
Aircraft imports into Canada in 2011 numbered 861, up from 774 in 2010 and 673 in 2009, but still below the 968 imported in the pre-recession days of 2008. In 2011 667 aircraft were exported, giving a difference of 194 favouring imported aircraft over those exported.
Between December 2008 and June 2011 the number of licensed pilots in Canada with valid medicals fell by 1431, a decline of 2.3% in two and half years, for an annual rate of just under 1% per year. Compared to past years the number of pilots dropping out of flying is increasing recently. This is not unexpected as the pilot population ages and more pilots run into medical limitations, plus the economic situation may be preventing many retirees, as well as those out of work or under-employed, from flying.
As 2012 commences, many global factors are at play that have the potential to negatively impact aviation in Canada. These include the risk of a war in the Middle East, with the potential loss of oil shipments though the Straits of Hormuz, which would result in extremely high oil prices and probably oil and gasoline shortages in eastern Canada, at least for the duration.
Oil prices, which continued in 2011 around US$100 per barrel, mean high avgas prices, which makes flying expensive and reduces the number of people who fly, or at least who fly regularly. Anecdotal evidence seems to indicate that as fuel prices rise most aircraft owners are not so much quitting flying as just flying less and staying closer to home, all of which have safety implications.
Note: Data for this report was taken from the Transport Canada Civil Aircraft Register and reflects the difference between the number of aircraft registered in Canada on 31 December 2010 and 31 December 2011. These statistics reflect the net number of aircraft built and imported, minus the number destroyed, scrapped and exported. Just because an aircraft is registered in Canada does not mean it is being flown and therefore the number of registered aircraft should not be confused with the amount of flying activity.
Transport Canada (TC) engaged the Greater Toronto Airports Authority (GTAA) to conduct a study of the need for retention of the Pickering Lands for an airport and their report contains some alarming observations and recommendations about General Aviation (GA).
In the announcement of the report, TC claims to have performed a due diligence exercise to ensure completeness and adequacy and that they will prepare a federal plan for the Pickering Lands using the study report for guidance.
COPA has just completed a review of the GTAA’s work to check the validity of the report’s findings concerning GA and also advise TC about the need to address GA’s needs, based on the facts that its review uncovered.
The conclusions drawn by the review, conducted by Malone Given Parsons Ltd., differ dramatically from the GTAA’s report, in particular in the trends and in the ability for area airports to handle or accept additional GA traffic to the degree reported by the GTAA. For example, the review concludes that the GTAA report overstates the 2032 system capacity for GA and corporate jets by a factor of three in terms of movements, and a factor of six on the capacity for basing aircraft at the various existing airports.
"From our review of TC statistics and interviews with area airport managers to gather the facts we conclude that, contrary the GTAA’s perception, GA is not declining. Furthermore, airport managers confirm that they are unable or unwilling to handle the level of GA traffic that GTAA assumes can be accommodated.
"Our review also updates the report with facts that have a significant impact on the GTAA’s findings, such as that Buttonville airport will in fact close and Billy Bishop airport is not able to take any appreciable increase in GA traffic. From this intensive review, we conclude that a new airport in the Toronto area is needed now," said COPA President and CEO Kevin Psutka.
A related concern that the GTAA’s study brings to light is that there is an urgent need for a systems approach to GA, spearheaded by TC. “The conclusions of the GTAA’s study builds the case for retaining the Pickering Lands for a future airline airport, while it essentially writes off GA”, said Psutka. “This narrow focus, taken in isolation, would be damaging for the overall health of GA, not only in the GTA but well beyond. Recognition of the value of GA and consequent support in the form of a GA policy remains critical but absent from the federal government’s agenda.”
In addition to adding your voice to our lobbying efforts for your freedom to fly through your membership in COPA, a major benefit of COPA membership is our industry leading Aviation Insurance program, which has been in place for 35 years and boasts the largest number of policies in this sector of aviation. This highly successful program is reviewed annually to ensure that our members receive favourable group rates and policy provisions.
I am pleased to announce that following a thorough review of our aviation insurance program, COPA has entered into a relationship with the Magnes Group Inc. as our aviation insurance broker and we have revamped our insurance program to offer even better features and value. The new VIP Aviation Insurance Program, which comes into effect on 31 August 2011, offers:
If you currently have a COPA aviation insurance policy, it will continue in force until the policy expiry date and your claims procedure will remain the same. If your renewal date is before 31 August 2011, your renewal will occur under our existing program. I do, however, ask you to note in your diary that prior to the expiry date, you should contact the Magnes Group’s toll free number 855-VIP-COPA (855-847-2672) or online for information and to receive your quote to transition to COPA’s VIP Aviation Insurance Program.
If you are seeking new aviation insurance that must be in force prior to 31 August 2011, please go to our web site and complete the online application form for a quote under our existing program.
Since our previous broker will not share their list of policy holders with us, all COPA members will receive a letter and a brochure with a form to complete so that Magnes can create a file for you and prepare for your insurance renewal. I ask that all policy holders complete the form and return it by fax, email, mail or call Magnes’ toll free number. As an incentive to help us create a database of COPA members who have our insurance, existing COPA aviation insurance policy holders who provide their information to Magnes by 20 October 2011will be entered into a draw to win an iPad and one year free subscription to Foreflight’s flight planning app.
There are options out there, including from our previous broker who will now compete against the COPA VIP Aviation Insurance Program. You owe it to yourself to consider those options but please remember that only Magnes will return a portion of the premiums it receives to COPA as their investment in the future of Personal Aviation. As the largest Aviation Association in Canada, COPA is well positioned in Ottawa as the only Association in our sector with full time staff. The revenue from Magnes will be used to help keep your dues low and fund our operation as we continue to work to promote and protect your freedom to fly.
Subscribing to COPA’s VIP Aviation Insurance Program not only assists in our efforts for your freedom to fly, it will ensure that our relationship with Magnes is strong so that we can develop other benefits, including one that we have already agreed to put in place. I am pleased to report that Magnes will assist COPA in establishing a National Flight Safety Program; an annual series of seminars at COPA’s Fly-in AGM and other locations to review the previous year’s accidents with a view to helping us all learn from others’ mistakes and avoid these losses in the future. Attendees will get a 5% discount on their VIP insurance and the cost of admission will be free for members and a COPA membership for non-members. We hope that these sessions will also qualify for Transport Canada’s two-year currency requirement. Stay tuned to our On The Horizon events calendar for dates and locations of these seminars.
Magnes has a strong reputation of being the largest independent, “all Canadian” private aircraft Insurance Broker with over 50 years in the business. I look forward to our relationship with Magnes and your continuing support through subscribing to our VIP Aviation Insurance Program.
Kevin Psutka, President and CEO, announced today that COPA has secured the services of Malone Given Parsons Ltd. to review the findings and recommendations for retention of the Pickering Lands as a future airline airport site.
Transport Canada’s recent announcement follows a due diligence exercise, which involved "checking and verifying (the Study’s) assumptions, methodology and findings to ensure completeness and adequacy", according to the announcement. It goes on to say that "The Government of Canada will prepare a federal plan for the Pickering Lands in the coming months" using this Study for guidance.
While concluding that the lands should be retained, it also builds the case for permitting General Aviation to deteriorate significantly in the Toronto area. "The Study boldly states that Recreational Aviation is declining and it states that airports as far away as Hamilton, Kitchener, Barrie and Peterborough can accommodate what remains of General Aviation in the event that one or more Toronto area airports close or activity is restricted at any of these airports" said Psutka. "Given the continuing growth in the number of privately registered aircraft, it is difficult to conclude that this sector is declining." And while it is true that distant airports may accommodate some Toronto traffic, the Study fails to consider that an airport as far away as Barrie would not be an attractive destination for people flying into Toronto by private aircraft to conduct business, for people from Toronto seeking a location to base their aircraft or seeking a convenient aviation training location close to where they live in Toronto. "The Study illustrates the continuing need for a review of the National Airports Policy, which has failed to ensure a viable system of smaller airports" said Psutka.
The Malone Given Parsons Ltd. team will apply their strategic planning expertise to examine the Study as it relates to General Aviation so that COPA can then help the government understand the impact of the Study’s recommendations on this sector and consequently develop a more realistic plan that includes a viable General Aviation sector.
With roughly 90 meetings and over 1000 attendees in the past 10 years, COPA National is not sure if we are an active COPA Flight! COPA's definition of active is having elections for Captain, Co-Captain and Navigator. Mine is meeting 9 or 10 times a year and publishing the results online and in COPA's "COPA Flight" newspaper. Has COPA National been meeting too much with Transport Canada officials and the bureaucratic tendencies are rubbing off?
Wow, that was unfair Mike.
Editor's note: This is probably a good opportunity to mention that Mike is a retired Transport Canada bureaucrat.
To be fair, it's for COPA's insurance to cover our meetings, actually the insurance protects the folks that are elected if they are sued over an incident at a meeting or event. That's my understanding.
Honestly I don't want to take up a whole meeting for elections, let's do it in the first 15 minutes of September's meeting so we can get on with something more fruitful and interesting.
My plan is this, if no one steps forward to run for a position I will simply assume all current positions are settled by acclamation and I will so report in September.
If you want to nominate anyone for a position please feel free to send a note to me. If you want to volunteer for a position do the same. I will get that list out before September's meeting so we can mull over the candidates before voting.
A change in management at the St. Lawrence Parks Commission has lead to some concern for the future of Morrisburg Airport. With this in mind COPA National's Patrick Gilligan, Vice President, Operations, has arranged to meet the Commission's CEO at the airport (or at the Park Commission's Administrative Offices across the road south of the airport) at 14:00 on 12 July 2011.
Please join us, if you are able. Patrick and I will be flying from Embrun (CPR2) arriving at Morrisburg about 1300 hours. All are welcome.
Also, if you have a story about your use of Morrisburg Airport it would be of interest to COPA and the St. Lawrence Parks Commission / Golf Course, so please sit right down and start writing. When you are done send it to me or Patrick. I think I have spent several thousand dollars on those $100 loaves of bread from Upper Canada Village's Bakery, not to mention gained a few pounds in the process. Also, the local Short Wing Pipers have met at the Golf Course.
See you in Morrisburg on 12 July at 13:00 hours.
Update 14 July 2011
Report on the meeting: Morrisburg Aerodrome (CNS8) Not Closing, For Now
Globe trotting pilot Al Hepburn of Pembroke is off on another trip, this time from Dubai to Seattle with a customer in a Socata TBM 700 single engined turboprop.
Al will be sending in updates on his trip for the Flight 8 blog, so readers can follow along on his adventures in real time.
The trip is to start in Dubai where Al catches up with his customer, Wei Chen, who hopes to be the first Chinese citizen to circumnavigate the globe in a single engine aircraft. From there destinations include Muscat, Oman; Ahmedabad, India; Agra, India; Kolcata, India; Chiang Mei, Thailand; Vientiane, Laos; Hai Duong, Vietnam; Hong Kong, China; Changsha, China; Xianyang, China; Beijing, China; Harbin, China; Sakhalinsk, Russia; Petropavlovsk, Russia; Anadyr, Russia; Anchorage, Alaska; Ketchican, Alaska; Vancouver, Canada; San Francisco, California; Los Angeles, California and finally to Oshkosh, Wisconsin.
Read the complete story and leave your own comment on the Flight 8 Blog.
C-GJFE in the barn
The summer of 2008 was noted for rain, low ceilings and poor weather that put an end to Carp Flying Academy's operations. The months of April and May 2011 have been very similar with lots of rain and low cloud, and more recently high winds. OFC has had a busy slate of students, with aircraft and instructors ready to go, but the past two months of poor weather have put a dent in their operations and their bottom line. As a result OFC has gone through some reorganization, including eliminating their General Manager, Mark Champagne's position. Champagne will still act as the Person Responsible for Maintenance until a replacement can be named. MacKay indicates that Champagne understands the reasons involved and MacKay says, "He will be missed. The parting is on good terms."
Repairs to the one of the club's two Beechcraft Duchesses, C-GJFE, following its gear up landing and double prop-strike on 11 September 2010, have been delayed pending sufficient funds to complete the work. MacKay indicates it should be back on the line by the end of July, although club dispatch hopes it will be sooner than that.
To make life at the club even more interesting the airport authority will be closing the general aviation runway, 04-22, for a period of time this summer for repaving. The club is actively working on establishing a satellite operation at Carp Airport and is planning to move most of its operations to Carp while the repaving is going on.
On the plus side the club now has access to a Redbird motion flight simulator located at the Canada Aviation and Space Museum at Rockcliffe, which they will use for IFR and some other training.
Finally the club has been making some branding changes, now dubbing the flying training portion of the club Ottawa Flight College, so local pilots may hear that term more often this summer. As OFC explains "As a business, the Ottawa Flight College is responsible for the management and operation of the club facilities, aircraft and other assets and provides flight training and other services to Club members and students from Algonquin College."
It is spring and we are all eager to get flying in warm weather.
In addition to rust remover talks, renewing last year's maps and CAP's, recurrency tests etc, I thought a refresher on survival would be helpful in preparing us for the unlikely event we find ourselves in an actual survival situation.
Langley Muir will be our presenter for the evening. Langley spent many years as an oceanographer, working in the arctic. Since retiring from the government, he has spent the last 15 years teaching outdoor skills. He was a senior Outward Bound and National Outdoor Leadership School instructor and is active with CASARA.
So come on out to the Ottawa Flying Club (OFC) on Wednesday 1 June at 1900 hours for an informative, informal evening. It may save your life. Everyone is invited!
|The Brant Aero and Flight 8 Curling Teams|
Flight 8’s curling team joined Air Traffic Controllers from Toronto and Cleveland Centres and some local airports in ATC’s annual bonspiel organized by Brad Hiscock of Toronto Centre (North side) and his wife Brenda.
Flight 8’s team did amazingly well, winning three games and losing only two games. The team consisted of Michael Shaw, Captain of Flight 8 as skip, lead: Gail Shaw, second: Jean-Pierre Seguin and our third: Dennis Pharoah. Our hats are off to the Hiscocks for arranging the super fun event--well done Brad and Brenda!
The Cleveland controllers were as gracious in person as on the radio, although they are better air traffic controller than curlers. There were two non-ATC teams at the event held in Niagara Falls Curling Club, namely Flight 8’s team and the Brant Aero Curlers from the Brantford based maintenance and avionics shop of the same name.
Included in the registration fee were three meals, evening pizza and a live band.
Six teams were in a competitive division and play six end games. The rest of us were in the social division and played four end games. The venue was excellent. We had a great time and highly recommend other COPA Flights joining the fun next year, on 13 and 14 April again in Niagara Falls. Thank you Nav Canada for paying for the Curling Club and thanks again to Brad and Brenda for an excellent event.
Michelle Bigras from Nav Canada Airspace and Service Requirements has announced that on 26 April 2011 the company will hold consultations with local airspace users on the future of the Ottawa area airspace.
The meeting will be held in Room U-59, 1601 Tom Roberts Avenue, Ottawa, Ontario K1V 1E5 from 0930 to 1500 hours. The building is on the west side of Ottawa International Airport, off Limebank Road, next to the control tower.
COPA President and CEO Kevin Psutka will be attending on behalf of COPA. Local pilots are also invited to come and voice their opinions.
Local pilot and Flight 8 member John "Jack" Thorpe died on Monday 21 February 2011 at the Queensway Carleton Hospital in Ottawa, after a brief illness. He was 85 years old.
Thorpe was born in Toronto, Ontario and joined the RCAF during the Second World War, serving as a Flight Sergeant. After the war he was commissioned as a Flying Officer and completed pilot training, serving until 1952. As a civilian pilot Thorpe flew for Ayres Ltd based at Lachute, Quebec and later joined the Department of Transport (now Transport Canada) as a pilot with their Flight Services Division at Uplands Airport in Ottawa.
Thorpe also volunteered at the National Aeronautical Collection, which later became the Canada Aviation Museum and is presently the Canada Aviation and Space Museum.
In recent years Thorpe was probably best known in the Ottawa area for his trademark Fleet Canuck, which he flew often from its base at the Smiths Falls Airport. Thorpe is survived by his wife Patricia, four children and four grandchildren.
On Sunday 20 February 2011 The Canada Aviation and Space Museum held a special viewing of their newly constructed facilities for their donors. The new facilities include a completely new entrance to the museum, featuring a Canadair CT-114 Tutor in 431 Squadron markings suspended from the ceiling of the new glass atrium, a 250-seat auditorium and two medium-sized classrooms. Part of the yet-to-be-unveiled work includes an expanded gift shop and cafe.
Flight 8 members Adam Hunt and Ruth Merkis-Hunt were on hand to get some photos of the construction. The newly constructed entrance is certainly an improvement over the previous one and will even free up some floor space for exhibits in the main museum building.
Click to enlarge
|Saint-André Avellin Aerodrome|
It has been almost 10 years since Richard Marcotte decided to build an aerodrome in Saint-André Avellin, Québec. Marcotte completed his hangar and workshop in 2002 and many pilots, aircraft owners and entrepreneurs flocked to his airstrip to request a parking spot or hangar facilities.
In 2004 the Municipality of Saint-André accepted favourable recommendations from its Urbanism Committee and adopted a resolution to support the aerodrome project.
In 2005 the Regional County Municipality (RCM) of Papineau also supported this project and provided a letter of support as did the Local Development Centre for Papineau.
By the summer of 2005, Saint-André Municipal Council members requested modification to the zoning of this lot and the RCM of Papineau, Agriculture Committee endorsed this request for a grass aerodrome, tie downs, flight school, aircraft maintenance facility and crop dusting.
However, in May 2006 the Québec Agriculture Land Protection Commission served Marcotte with an order to cease all operations immediately because it was located on land on which the Commission reserves for agricultural purposes.
In support of the aerodrome, the citizens of Saint-André voted by referendum in favour of this aerodrome. Marcotte appealed the Commission`s order and lost in the Québec Administrative Tribunal in August 2007.
"When I lost in court, I was very discouraged and about to quit. But support from friends and the RCM of Papineau made me think it was too important and I decided to fight to the end, but only if COPA was going to continue its battle regarding Federal Jurisdiction over aerodromes,” Marcotte said.
COPA became involved when Marcotte requested assistance in dealing with his loss at the Quebec Administrative Tribunal. COPA requested that he curtail activities at the aerodrome while it went to court on two other cases to oppose the Commission on the grounds that they have no jurisdiction over aviation.
COPA’s efforts, funded by its Freedom to Fly Fund convinced the Québec Court of Appeals to overturn the Québec Superior Court`s decision to apply the Commission`s order in the two other cases in Québec. However, not satisfied with that decision the Commission through the Attorney General of Québec appealed to the Supreme Court of Canada to clarify which level of government ultimately had jurisdiction over aerodromes.
Once again COPA’s Freedom to Fly Fund was used to defend the issue at the Supreme Court.
In October 2010, the Supreme Court of Canada reaffirmed that the federal government alone has the final say as to where an aerodrome may be located in Canada.
Marcotte was advised by COPA’s legal counsel that he could re-establish activities at his registered aerodrome listed in the Canada Flight Supplement under CAA2 and on Dec. 11, 2010 a celebration occurred there with its grand re-opening.
Marcotte is pleased with COPA’s relentless fight and grateful for the foresight of COPA in creating the Special Action Fund, recently renamed the Freedom to Fly Fund to more appropriately reflect what it stands for.
Pilots and aviation entrepreneurs from 2002 who moved to other locations as well as anyone looking for a great place to fly or keep your aircraft are invited to rediscover this ideal aerodrome in Saint-André Avellin. More information can be found in the aerodrome’s Places to Fly listing or by contacting Richard Marcotte at 819-983-8454.
A previous attempt to sign up sufficient participants to hold an underwater escape training course in Ottawa in October 2010 was not successful, but Bryan Webster from Aviation Egress Systems is determined to make this critical safety course available here and will be coming to Ottawa in 2011.
There will be two courses offered, one each on Friday 6 May and Saturday 7 May 2011. Each is a one-day course practical for both pilots and passengers on how to get out of a submerged aircraft and will be held in a local swimming pool.
As a prelude to the practical training in May 2011, Kathy Fox spoke at the 23 February 2011 COPA Flight 8 meeting on the subject of float plane safety, including underwater escape.
It is worth noting that any aircraft can end up in the water, not just floatplanes. Having personally done underwater escape training, I can add from my own experience that without this course you simply won't get out of a submerged aircraft, it is that simple.
Women involved in all aspects of aviation will want to mark their calendars for two WIA events in 2011. These are aimed at women who are connected to aviation: pilots of any level or type, civil or military; flight attendants; CFIs; AMEs; dispatchers; airport management; avionics; air traffic control; etc.
The two conferences are:
It is with great sadness that we advise the passing of WWII veteran and RFC member Squadron Leader Irving Farmer 'Hap' Kennedy or better known to Club members as 'Buz' Kennedy. Following are excerpts from the Ottawa Citizen:
"Buz was born on February 4, 1922 in the family home in the village of Cumberland and enlisted in the RCAF in July 1940. His ambition was to be a fighter pilot and after flying Hurricanes in England in 1941 (263 Squadron RAF), he was transferred to Spitfires in 1942 (421 Squadron RCAF). In late 1942, he arrived in Malta (249 Squadron RAF). In Malta, 'Hap' (as he was known to his fellow pilots) was awarded, as an Ace, with the Distinguished Flying Cross. Due to be posted back to the UK, "the Invasion of Sicily was on and to good to miss." He was given permission to join 111 Squadron in Sicily (1943) then transferred to 93 Squadron as a flight commander. Posted back to the UK in 1944, with the invasion of France looming, Hap joined 401 Squadron RCAF and with morale high, soon was in France after the Normandy Invasion. He was then awarded a bar to his DFC. In July, leading a Squadron, he was hit by flak, bailed out and evaded capture with help from a French family and the Marquis. In England, he learned that his younger brother, Tot, had just been killed (Bomber Squadron 434). Hap returned to Canada.
Hap often said of his war experiences that "it wasn't the combat but the deep comradeship" that he recalled with fondness. Years later, Hap was decorated with the French Legion of Honour.
After the war, Hap studied medicine at the University of Toronto, graduating in 1950. Following internship, he worked as a physician to the Inuit through Indian and Northern Affairs and set up a general practice in Lanark. In 1961, returning to Cumberland, he built his own clinic where he practiced medicine for 37 years. He was greatly respected by thousands of patients throughout the township for his dedication and compassion as a country doctor.
Retirement allowed Hap to further enjoy that which brought him greatest pleasure: his love of nature, reading, flying his aircraft out of Rockcliffe Flying Club, and his family. He was extraordinarily diverse in his interests and skills. He was a naturalist, a gardener, a philosopher, a teacher, an author, and a poet.
He was a man of integrity and honesty, a humble man who shunned attention, yet drew people to him. He was gentle yet tough as nails.
Friends are invited to visit at the Central Chapel of Hulse, Playfair & McGarry, 315 McLeod Street (at O'connor) on Monday, January 10 from 2 p.m. to 4 p.m. and 6 p.m. to 8 p.m. In lieu of flowers, donations to the Salvation Army would be appreciated."
On behalf of the RFC we extend condolences to the family and close friends.
|A Davis DA-2 leads a|
line-up of amateur-builts
As in 2009 the Canadian private civil aircraft fleet grew in 2010, but at nowhere near the rate before the recession of 2008-10 started.
In 2008 the fleet grew at 3.2%, but by 2009 that dropped to 2.2% and in 2010 it increased very slightly to 2.3%, a return to the sort of fleet growth rates that were seen in the days of 2003-04 when the Canadian dollar was quite low against the US dollar and sales were slow.
The recession of the last few years, and the very anaemic recovery we have seen, have definitely taken a toll on the aircraft purchase aspirations of Canadians. That the fleet has continued to grow at all and not diminish in size is probably due to the continued high asking prices for used aircraft in Canada. Aircraft asking prices should have decreased in mid to late 2010 as the Canadian dollar surged back to par against the US dollar. Because North American aircraft are essentially priced in US dollars, a rise in the value of the Canadian dollar should see an equivalent lowering in aircraft asking prices to compensate.
In 2010 the total Canadian civil fleet increased in size by 642, compared to 600 aircraft in 2009 and 803 aircraft in 2008. In 2010 the private fleet accounted for almost all the growth, increasing by 617, while commercial aircraft fleet increased by only 29 aircraft. The state fleet, those aircraft owned by the various levels of government in Canada, continued the trend of recent years and shrank by four aircraft as government priorities continued to favour economic stimulus packages over operations.
For the past few years, certified aircraft have been leading the growth in private aircraft numbers for Canada. Fuelled by a low US dollar and high asking prices for aircraft in Canada, this made imports from that country cheaper than buying domestically. The numbers slipped somewhat in 2010 with 174 certified aircraft added, compared to 196 in 2009. However, certified aircraft remained the category with the largest growth, although just barely. In 2010, the new additions were made up of 156 airplanes, 15 helicopters and five balloons, while certified gliders decreased in number by two.
Private certified aircraft accounted for 28% of the overall fleet growth in 2010. There were 15,706 private certified aircraft at the end of 2010, out a total of 27,053 private aircraft registered.
For the last number of years BULAs have been the second quickest growing area of private aviation and this remained the case in 2010. The category increased by 173 and accounted for 28% of the private fleet growth. The increase included 169 single-engined and four twin-engined ultralights. There were 5,275 BULAs registered at the end of the year.
Amateur-built aircraft were in the number three slot again in 2010, increasing by only 109 compared to the 125 seen in 2009. In 2010 the aircraft added were made up of 95 airplanes, 13 helicopters and one balloon. The good news here is that, unlike in 2009, the number of gliders and gyroplanes remained steady and did not diminish. Amateur-builts made up 18% of the aircraft added to the overall fleet in 2010, down from 21% in 2009.
Amateur builts now number 3,744 in Canada and include fixed wing airplanes, helicopters, gliders, gyroplanes, balloons, airships and one ornithopter.
In 2010 AULAs remained in fourth place for growth, increasing their numbers by 39, compared to an increase of 42 the year before. By category definition, all AULAs are powered fixed wing aircraft. Their growth in numbers in 2010 made up 6% of the fleet increase and brought the total number of AULAs on the register to 1,121.
The AULA category was introduced in 1991 and has increased at an average of of 59 aircraft per year. Like 2009, this past year was well below average for the category and seem to indicate an increasing lack of popularity of this category over time, probably due to the high price of new AULAs.
The O-M category added 36 aircraft in 2010, which is up considerably from 2009 when only 27 were added. By the end of 2010, there were 519 O-M aircraft on the registry, made up of 507 airplanes and 12 gliders.
This category has suffered from low numbers of aircraft being moved from the certified category ever since the FAA announced that O-M aircraft will never be allowed to fly in US airspace or sold in the USA. The increase this past year may indicate that Canadian owners have decided that they don't care about that factor as much anymore and see the ownership cost savings as worth the disadvantages. It will be interesting to see how this category fares in 2011.
As the economy continued to struggle in 2010 the commercial aircraft fleet had another weak year, increasing by only 29 aircraft to bring it to 6,861. The numbers show a shrinkage of nine airplanes, offset by growth in the helicopter fleet by 38, plus one balloon added. Almost all the commercial fleet growth was in twin-engined aircraft, with 31 added, versus just two singles and one four-engined aircraft. Five three-engined aircraft left the fleet, probably mostly old Boeing 727s being retired.
The state fleet was reduced in 2010 by four aircraft. The state fleet lost six airplanes, offset somewhat by the addition of two helicopters.
At the end of 2010 the private fleet made up 79% of the aircraft in Canada, with the commercial fleet at 20% and the state fleet at 0.8%. These proportions have not changed since 2007.
Aircraft imports into Canada in 2010 numbered 774, up from 673 in 2009, but far below the 968 imported in 2008. Exports produced very similar numbers in 2010 with 698 aircraft exported, giving a difference of only 76 favouring imports over exports.
Between December 2008 and June 2010 the number of licensed pilots in Canada with valid medicals fell by 624, a decline of 1% in that time period.
As 2011 opens, many large scale economic forces are at play that will impact aviation in Canada and will also affect future fleet growth. Oil is once again above US$90 per barrel and rising, as global oil demand increases and world oil production has remained in a plateau since 2006. Much of the new demand is driven by India and especially China, who took the lead as the world's largest car manufacturer in 2010. A lot of new demand has been seen in oil producing countries as well, such as Saudi Arabia. The effects of climbing oil prices are already being felt at the airport pumps, with January 2011 Canadian 100LL avgas prices now close to $1.50 per litre again, similarly to 2008.
With many economists predicting that high oil prices will force the world into a new recession this year, the result may be falling used aircraft prices once again. This was seen in 2008 as owners tried to sell aircraft to pay their mortgages. This may make 2011 the right time to pick up a bargain on the used aircraft market!
Note: Data for this report was taken from the Transport Canada Civil Aircraft Register and reflects the difference between the number of aircraft registered in Canada on 31 December 2009 and 31 December 2010. These statistics reflect the net number of aircraft built and imported, minus the number destroyed, scrapped and exported. Just because an aircraft is registered in Canada does not mean it is being flown and therefore the number of registered aircraft should not be confused with the amount of flying activity.
In October 2010 Nav Canada issued a terms of reference document to begin the process of decommissioning the Coehill VOR. This navigation facility, located near Bancroft, Ontario, is used by IFR traffic flying to and from Ottawa, as well as some VFR users navigating VOR airways.
Patrick Gilligan, Vice President, Operations at COPA explains:
This Terms of Reference document is a heads up on an Aeronautical Study that is planned for decommissioning the Coehill VOR. At first glance, there is an impact on IFR flight for those aircraft that do not have IFR-certified GPSs and therefore will either have to fly at much higher MEAs or take a different route to remain within coverage of other VORs such as YCF. It will be interesting to see what the new MEA for V300 will be without the VOR. Given that the preferred low altitude routing to Toronto and west of there from the east uses V300, those aircraft that are unable to fly high enough the maintain MEA will have to take a non-preferred routing, most likely over YCF and westbound along the lake shore. We will see what mitigation measures NAVCAN may develop.
The terms of reference indicate that the actual study will commence in January 2011, with a final report due in April 2011 and the report going to Transport Canada for approval in May 2011.
Dennis Pharoah is planning to setup a Flight 8 Curling team to compete in the Nav Canada ATC Bonspiel to be held Friday 8 April and Saturday 9 April 2011 at the Niagara Falls Curling Club.
Dennis Pharoah says: "Unfortunately the 8-9 April date conflicts with Sun-N-Fun this year. The Spiel has been running for just over 40 years and I have been attending for just over 20. In the past there were about 24 teams from ATC towers, TCUs and ACCs."
If you know how to curl, that is, if you have watched any of the briar on TV ever, then you are qualified to play on Flight 8's team. Contact Mike Shaw or Dennis Pharoah if you would like more details.
Nav Canada is consulting with pilots and looking for feedback on its proposed changes to Remote Communications Outlets (RCOs) in Southern Ontario. The company is looking to rationalize coverage and the proposal is to decommission the North Bay RCO and the Campbellford Dial-up RCO (DRCO). COPA President and CEO Kevin Psutka has reviewed the proposal and stated "I still believe that the North Bay and Campbellford RCOs should be retained."
Nav Canada's Rob Bishop explains the proposed plan:
We are in the final stages of the RCO Redesign project for Southern Ontario. The original aeronautical study completed in 2004 identified 4 sites for decommissioning (Sarnia, St. Catharines, Campbellford and North Bay). In recognition of the significant length of time that has passed since these decisions were made, we have re-assessed the operational requirements at these sites and made some changes. We would appreciate it if you would review the final proposed RCO configurations with the supporting analysis (see below) and advise us if you have any issues or concerns.
The RCO Redesign Aeronautical Study included coverage guidelines of 220 NM between RCOs, which was the result of the requirement for the pilot of an aircraft cruising at 120 kts at 3,000' AGL being able to contact the FIC at least once every hour of flight. In recognition of the high level of traffic in Southern Ontario, this proposed RCO configuration will far exceed this coverage guideline. The attached map illustrates coverage at 3,000' ASL for RCOs in Southern Ontario, including the new RCOs to be installed at Palmerston and Foymount.
A response by November 26 would be most helpful. If you have any questions please don't hesitate to contact me.
Pilot feedback may be sent to Nav Canada's Rob Bishop.
Here are the details:
New Proposal - Instead of decommission, retain the FISE RCO and change the frequency from 126.7 MHz to 123.47(5) MHz.
During the hours the FSS is closed (FSS operates 14 hrs per day), the FISE RCO is useful for opening and closing VFR flight plans required for border crossings and for dealing with any related flight plan problems. In addition, when the FSS is closed the RCO is essential in supporting IFR operations (obtaining departure and enroute clearances and to cancel a clearance) as direct communication with the ACC is not available for these purposes.
In anticipation of traffic growth both in terms of numbers and sophistication of aircraft, the airport operator has undertaken major infrastructure upgrades including repaving the main runway, construction of a new parallel taxiway to the end of the main runway and a new terminal building. The anticipated growth in traffic can be partially attributed to the attraction of the Falls Casino and a new 288,000 square-foot state of the art convention centre which is planned to open in Niagara Falls April 2011. This is likely to accentuate the St. Catharines airport's importance as a general aviation border crossing point. Therefore, in recognition of the airport operator initiatives and potential traffic growth and with the strong emphasis placed on border security it is prudent to retain the FISE RCO and related level of service.
The current frequency 126.7 MHz will be changed to the approved FISE frequency 123.47(5) MHz. The other RCOs in the area (Buttonville, London and the new Palmerston RCO) will provide sufficient coverage to meet the safety message broadcast requirement utilizing 126.7 (bcst), therefore this frequency is not required at St. Catharines.
New Proposal - Instead of decommission, retain the FISE RCO and change the frequency from 126.7 MHz to 123.47(5) MHz.
Sarnia is an important general aviation border crossing point since pilots prefer to avoid Detroit's airspace. KPHN (St. Clair County Michigan airport) is just 10 NM to the west and acts as the U.S. counterpart to Sarnia. The FISE RCO is useful for pilots for opening and closing transborder VFR flight plans required for border crossings and for dealing with any related flight plan problems for pilots using both these airports (London FIC coordinates with Lockheed/Martin in the US). The General Aviation FBO's at both airports are closed by early evening which makes the RCO very useful after hours. With the strong emphasis placed on border security and Sarnia's strategic location for border crossings it is prudent to retain the FISE RCO and related level of service. Note: The on-site Toronto ACC PAL handles all IFR operations.
The current frequency 126.7 MHz will be changed to the approved FISE frequency 123.47(5) MHz. The other RCOs in the area (Windsor and London) will provide sufficient coverage to meet the safety message broadcast requirement utilizing 126.7 (bcst), therefore this frequency is not required at Sarnia.
No changes to original proposal - Decommission
The North Bay FSS operates 16 hours per day, from 6:30 to 22:30 local and the FBO is open from 7:30 to 7:30 Monday to Friday and 10:00 to 5:00 weekends to support pilots with their flight planning requirements. The FIC indicates the RCO is seldom used for opening or closing flight plans or for services. The on-site Toronto ACC PAL at the airport handles all IFR operations when the FSS is closed. Without the North Bay RCO, FISE and safety message broadcast coverage requirements will be met by the surrounding Sudbury, Muskoka, Foymount (new) and Earlton RCOs.
In summary, the original recommendation to decommission as stated in the RCO Redesign Aeronautical Study is still valid.
No changes to original proposal - Decommission
The FIC indicates the RCO is seldom used for enroute services. Without the Campbellford Dial-up RCO, FISE and safety message broadcast coverage requirements will be met by the surrounding Kingston, Buttonville, Muskoka and Foymount (new) RCOs.
In summary, the original recommendation to decommission as stated in the RCO Redesign Aeronautical Study is still valid.
Two decisions, that will have a profound effect on Canadian aviation for the foreseeable future, were released on 15 October by the Supreme Court of Canada. The issue in both cases, as summarized by the Honourable Chief Justice of Canada, was “which level of government has the final say on where airfields and aerodromes may be located”. In both cases, the Court held that final say rested exclusively with the Federal Government and in so doing, ruled that provincial and municipal laws that could restrict or prohibit the establishment and operation of aerodromes, were inapplicable.
In the first of the two cases, the owners of an aerodrome were ordered by the Commission de protection du territoire agricole du Québec to remove their airstrip and restore their lands to its original state. They were so ordered as an aerodrome was not one of the permitted land uses pursuant to the Québec Act respecting the preservation of agricultural land and agricultural activities, R.S.Q. c. P-41.1. The Commissioner’s order was upheld by the Administrative Tribunal of Quebec as well as the Superior Court of Québec. That decision was overturned by the Quebec Court of Appeal following which the Attorney General of Québec appealed to the Supreme Court of Canada.
In the second case, the municipality of Sacré-Coeur passed a zoning by-law prohibiting the waters of Gobeil Lake from continuing to be used as a water aerodrome. A local company obtained a license from Transport Canada to operate from the lake. The company had also established and registered part of the lake as a water aerodrome, further to federal air regulations. The municipality obtained an injunction from the Quebec Superior Court of Justice ordering the company to cease its activities as being contrary to the zoning by-law. The Superior Court decision was overturned by the Quebec Court of Appeal. Again, the Attorney General of Quebec appealed to the Supreme Court of Canada.
The Canadian Owners and Pilots Association, on behalf of thousands of aerodrome owners across Canada, intervened in both cases at earlier stages. Indeed in the second case, the aerodrome owner in question passed away and COPA successful sought to take his place in the proceedings to see them through. COPA asserted that provincial and municipal governments did not have the jurisdiction, through the passage of provincial laws or municipal by-laws, to restrict or prevent property owners from establishing aerodromes. COPA asserted that such power was exclusively exercised by the Federal Government. The Supreme Court of Canada agreed.
In delivering its decision the Supreme Court of Canada observed that the Federal Aeronautics Act and the Canadian Air Regulations thereunder was permissive and allowed Canadians to construct private aerodromes without applying for prior permission. The federal laws also allowed privately operated aerodromes to be maintained according to federal standards at which point they could become registered and available to anyone who needed to land thereupon. The Supreme Court of Canada refused to distinguish between smaller aerodromes and larger airports for national and international flights. The Court reasserted the rationale of its earlier decisions that the subject matter of aerial navigation was “non-severable” and that the location of airports and aerodromes cannot be separated from the subject of aerial navigation as a whole. The Court then concluded:
This view reflects the reality that Canada’s airports and aerodromes constitute a network of landing places that together facilitate air transportation and ensure safety.
The Supreme Court further held that the location of aerodromes lies within the core of the federal aeronautics power, that the provincial legislation in question sought to impair that power and as a result, was inapplicable to the aerodromes in question. In so doing, the Supreme Court of Canada expressly stated that a 1987 decision by the British Columbia Court of Appeal and a 1990 decision by the Quebec Court of Appeal, which allowed certain provincial legislation to impact upon the federal power over aerodromes, should be considered overruled.
"This is a great day for Canadian Aviation", said COPA President and CEO Kevin Psutka. “This issue has been debated for decades. The attempts by municipal and provincial governments to restrict aviation activities were becoming more relenting as the years passed. It was necessary to take this debate back to the highest Court for resolution in order to put to rest the confusion created by previous lower court decisions. I am pleased with the results of this effort and thank the many supporters for their contributions to our Freedom to Fly Fund. Without such contributions, these legal challenges in support of the rights of Canadians to freely establish aerodromes would not have been possible."
The decisions can be found at:
Canadian Cessna representatives Leggat Aviation will be bringing the first Cessna 162 Skycatcher to Canada in October 2010. The aircraft will visit:
Everyone is invited to come and see Cessna's new entry into the two place trainer market, built by Shenyang Aircraft Corporation in China.
Ottawa Flying Club said of the aircraft "We've read a lot about it and would consider the aircraft for training if certification were not such an issue." While the Rockcliffe Flying Club have indicated that they are buying two of them. The 162 is an approved Light Sport Aircraft in the USA, a category that does not exist in Canada. Come out and find out from Leggat's Anna Pangrazzi what the options are to fly this aircraft in Canada.
For more information on the tour of the Cessna 162 please contact Anna Pangrazzi at Leggat Aviation 905-477-7900.
|Carp Airport looking west|
West Capital has run the Carp Airport for the past five years on behalf of the city, turning the money losing facility, which the city inherited in 2000 under amalgamation, into a break-even proposition. Under the management agreement West Capital had the option to purchase the airport after 2007 when the ten year mandated Transport Canada term for the city to own and operate the airport expired.
The airport was turned over to the Carleton Regional District in 1997 by Transport Canada with the proviso that it be owned by the city and retained as an airport for a minimum of ten years. When the city opened the property to offers to run it in the mid 2000s most of the remaining offers were to close the airport and build houses on it. The city opted instead to retain the airport under West Capital management.
The purchase will net the city $1.225M and was supported by all councillors voting with the exception of Rideau-Rockcliffe Ward councillor Jacques Legendre who represents the portion of the city that includes the Ottawa/Rockcliffe Airport.
Early comments added by readers of the CBC article were suspicious of an inside developer deal announced with only 2 1/2 weeks left in the municipal election campaign. Readers posted accusations such as "Fire sale before the fat cat Councillors are voted out", "I wonger (sic) how much the taxpayers of Ottawa got screwed on this deal. Mr. Doucet is correct. Dealing with developers must stop" and "1.2 million for all that? holy cow droppings is the city ever being being ripped off! The residential portion alone is worth probably 10 times that. It cost more than that just to build the new airport building".
In the news:
Within the aviation industry, a pilot’s number of hours is used to measure his or her expertise. This may be an accurate method of quantifying hands-on piloting skills, but what about the complex thinking skills that are crucially important in the event of non-standard or emergency operations? Researchers guess that these thinking skills, called "non-technical" skills, vary significantly between pilots with the same number of hours. It is expected that the number of challenging scenarios a pilot has encountered during the course of their hour-building, which required them to think critically to solve a problem, will relate to the level of their non-technical skills.
To evaluate this issue, a research project is being conducted by Dr. Suzanne Kearns, of the University of Western Ontario, in partnership with Seneca College. The purpose of the research project is to collect several hundred examples of real-world scenarios that pilots have encountered during the course of their flying experience. This is being accomplished via an online survey.
This survey takes an average of 15-20 minutes to complete and all who participate will be entered into a draw to win $500. The survey is geared towards pilots who have achieved a commercial pilot’s license, however it is expected that recreational pilots will also have important scenarios to contribute.
Once analyzed, this work will allow researchers to better understand the types of challenging non-technical scenarios that pilots encounter most often within General Aviation (GA). The ultimate goal is to build upon this understanding to develop advanced safety training that targets pilot critical thinking skills through a combination of classroom and flight simulator instruction.
Please support this research by logging on to hangartalksurvey.com and sharing your experiences.
Nav Canada is conducting a survey to assess the level of knowledge, participation and effectiveness of communication mechanisms currently in place to identify and address operational safety issues.
To get involved, take their on-line survey.
We'd like to get the word out about the Canadian Beacon Registry and are attempting to attain 100% compliance in the registration of 406 MHz beacons.
We are co-located with the Canadian Mission Control Centre at CFB Trenton and our mandate is register any and all 406 MHz beacons with Canadian hexcodes in our Registry. Our business hours are 0800 to 1600 EST Monday to Friday, closed statutory holidays and weekends. Our website address is www.canadianbeaconregistry.forces.gc.ca. Our toll free number is 1-877-406-7671, fax 1-877-406-3298. PDF versions of our registration forms are available on our website.
If you have any questions concerning this, please call our office during regular business hours. Thank you for your assistance in this critical matter.
Touch 'n Go Aviation Warehouse at Carp Airport now carries the COPA Collection line of clothing at its Carp Airport store.
Come in, see and feel the articles of clothing and take the guesswork out of deciding what size is right for you. This is a great way to show your COPA colours and support local business.
The Smiths Falls Flying Club has recovered spectacularly from the loss of its club house to fire a few years ago. The club raised funds locally and has built a new club facility, including a "Welcome Centre" to introduce visiting fliers to the community.
The new Welcome Centre will be officially opened in a ribbon-cutting ceremony that will be held on Saturday 2 October 2010. The event starts at 1200 hrs with a barbeque and the ribbon cutting will follow at 1500 hrs. Everyone is welcome to attend and fly-in if the weather cooperates.
The Rideau Lakes Flying Club, COPA Flight 56, is planning a fly-in/splash-in event for 2 October 2010.
Here are the details:
The award recognizes the achievements of Canadian women in aviation or aerospace and is named for Canadian Elsie MacGill, the world’s first female aircraft designer. MacGill not only designed the Maple Leaf II aircraft, but also played an important role in the manufacturing the Hawker Hurricane in Canada during World War II.
Kathy Fox is being recognized for her aviation career spanning more than 40 years, including as an air traffic controller, as Vice-President of Operations at Nav Canada headquarters in Ottawa, in parachuting, flight training and examining, commercial aviation and flight competition, including on the Canadian Precision Flying Team, and in her current role as member of the Transportation Safety Board.
The awards dinner is scheduled for 1 October 2010 at The School Restaurant, 4121- 14th Avenue, Unionville, Ontario.
For more information contact Anna Pangrazzi at 905-477-7900 or by email.
Unlike traditional "Boom and Zoom" air shows, this event takes us back to a quieter, and in some ways, more gentle age. Our primary focus is on providing an attractive venue and event for owners and pilots of vintage and classic aircraft who appreciate the chance to bring out their treasures for our mutual appreciation.
At the same time it will provide an unusual opportunity for the public to get up close to some real classic aircraft, experience the sights and smells of working aviation history, and talk to the pilots, within the appropriate setting of our national Canada Aviation and Space Museum. The museum will be open throughout the event, and as a special treat there will be opportunities to access the new storage hangar - already crammed with treasures not normally on display.
While our focus is on aircraft from the "between the wars" period, we have been very liberal in our interpretation, and already we have a strong commitment from World War Two warbirds and rare postwar aircraft. During the day some of the participating aircraft will be taking off and performing fly-pasts and demonstrations, while other larger aircraft not able to operate from Rockcliffe's runways will join us from other locations for fly-bys.
The event takes place on August 28th and 29th 2010. The gates are open from 9am and it is anticipated that participating aircraft will be performing between 11.00 and 16.00. Addmission is $20 for adults - including admission to the museum - kids under 12 are FREE! Parking is Free.
At the 26 May 2010 COPA Flight meeting some members reported that Morrisburg restaurant staff indicated that the Morrisburg Airport was slated to be closed.
The Morrisburg Airport has suffered from under-utilization before, but the previous outcome was an upgraded marketing campaign by the owner, the St. Lawrence Parks Commission, to increase air traffic and promote the airport as a fly-in golf destination.
COPA Flight 8 Captain Mike Shaw questioned the Parks Commission on the future of the airport and Gerben Schaillee, Airport Manager for the St. Lawrence Parks Commission responded:
Thank you for your concerns. To my knowledge there are no plans to close the airport. You can be assured that it will remain open as scheduled for the foreseeable future.
Flight 8 members will continue to keep a watch on local airports to try to address threats to their existence.
West Capital Developments has put 100LL fuel on sale until 1 July 2010 when the HST kicks in.
Until the end of the month 100LL will be $1.30 per litre. Starting 1 July 2010 the current 5% GST on avgas will be replaced by a 13% HST, which will increase fuel prices accordingly.
WCD expects that the added tax will have a negative effect on fuel sales.
WCD has been retailing avgas since May 2006 using their state-of-the-art self-serve facility located on the north ramp at Carp Airport and also provides complete FBO services and Jet-A fuel via a bowser.
See West Capital Developments - HST Fuel Sale for more details.
Canadian EAA members will finally realize an opportunity for the world’s largest recreational flying organization to spread its wings north into Canada. From September 17 through 19, EAA members will be hosting their first Canadian EAA convention. It will be held in conjunction with the Vintage Wings’ “Victoria Cross” air show in Gatineau, P.Q., just 15 minutes northeast of Ottawa.
Vintage Wings of Canada is perhaps Canada’s most prestigious aviation museum of historically significant airworthy aircraft. It was founded by former Cognos CEO and philanthropist Michael Potter, and is open to the public free of charge, Monday to Saturday (8 a.m. to 4 p.m.; advance notice is requested so that a hangar tour can be set up). Most of its aircraft are in flying condition, and the list of historic aircraft is most impressive.
Consider: a Canadian Car & Foundry Hurricane Mk XII, Hawker Hurricane Mk IV, Curtiss P-40 Kittyhawk, Goodyear FG-1C Corsair, Supermarine Spitfire Mk XVI, North American Harvard, North American P-51D Mustang, Canadair Sabre Mk 5 (in the colours of the RCAF Golden Hawk aerobatic display team), Fairey Swordfish Mk III, Westland Lysander Mk IIIA, and a Cornell. These last three are currently being restored and may be flying by the September air show. In addition, two de Havilland Tiger Moths, a de Havilland Fox Moth, a WACO Taperwing ATO, a Beechcraft D17S Staggerwing, and a de Havilland Canada DHC Beaver on amphibs are also included in the Vintage Wings flying arsenal. Last summer, five of these vintage warbirds were flown to EAA AirVenture Oshkosh, and all five returned to Gatineau with awards.
On Friday, September 17, the day of arrivals, we’ll be treated to a giant barbecue hosted by local EAA Chapters. This will be a time of completing the time-honoured cross-country flight to EAA conventions, a time to meet and greet members from across Canada, and a time to put our feet up to enjoy the comradeship so prevalent at these fly-ins.
Saturday morning, September 18, will give us the opportunity to share in forums, see displays, and inspect aircraft. Then that afternoon, we’ll enjoy the “Victoria Cross” air show from Vintage Wings. It will feature Vintage Wings’ Corsair together with the Lancaster and the PBY Canso from the Canadian Warplane Heritage Museum in Hamilton, Ontario.
Sunday morning, September 19, transit buses will whisk us off to the Canada Aviation Museum at Rockcliffe Airport, Ottawa, where the reenactment of the Battle of Britain will take place, starting around 1100 hours. We’ll be treated to the sounds and sights of aircraft, ground equipment, the reenactors, and much more. Imagine two Hurricanes and two Spitfires flying off of the wing of the Canadian Warplane Heritage Museum’s Lancaster in a fly-past, eight Merlins creating that distinct sound of those famous aircraft. We may even get to see the Russell Group’s BF109 Messerschmitt in flight.
While at Rockcliffe, be sure to visit the museum. If you haven’t yet visited here, you don’t know what you’re missing. Click here for the Canada Aviation Museum and brief yourself on their collections and activities. Bus transportation will again be provided for those camped out at Gatineau.
The plan is to develop this first event into a yearly convention for EAA members in Canada. Vintage Wings will take the lead on the overall event, and local EAA Chapters and members have kindly volunteered to promote and develop the EAA fly-in component with ground-based convention activities important to our members. Both Vintage Wings and EAA feel that such an association will benefit both parties, and will spawn greater and expanded roles for them as each year progresses. The intent is to start with a controllable number of participants and programs, expanding as demand dictates. Our goal this year is to accommodate 200 fly-in aircraft and a number of drive-in and camping participants. On-site aircraft parking and camping facilities are being arranged, and the Gatineau airport management is delighted and fully onboard to see this start to what could develop into a major event. Aircraft movements will be under NavCan control.
So, our invitation goes out to our members across Canada. September is an ideal time to travel across this great country of ours and to take in the incredible fall colours. Ottawa, our country’s capital offers excellent visitor facilities. Our Canadian duality offers English Canada and that wonderful French culture in its people, customs, and food. English Canada, especially from the western provinces, will show our friends the western spirit, the cowboy hats and boots, and our irresistible optimism. Together, let’s offer American visitors true Canadian hospitality. Sounds like a winning combination, doesn’t it?
Mark your calendars. Most of the summer flying activities will have come to an end, and this opportunity for the fall kick is just what many of us need.
After 12 years of common sense arguments, consultation and negotiation, Transport Canada has decided to mandate new ELTs that broadcast on 406 MHz for most aircraft flying in Canadian airspace, including private aircraft (Canadian and foreign).
However, note that at the time of writing this article, the regulation has not yet been released. To be clear, the current regulation remains in place until such time as the new regulation goes into force, which happens when it is released in the Canada Gazette Part II. So, at this time, you are not required to do anything.
COPA has known for some time about the Minister of Transport's decision to mandate 406 ELTs, but we wanted to wait until it is finalized in order to provide a detailed explanation based on the exact wording of the final rule. Normally we do not proceed until things are in black and white because they can change, but in this case COPA doubts that the Minister will again change his mind.
Also, the process has dragged on for too long and we want to at least let everyone know that they will be required to purchase a new ELT so they can decide what to do when their old ELT is due for inspection. COPA also wants to bring a promotion to your attention to help you transition to a new ELT. The regulation will require all aircraft flying in Canadian airspace to be equipped with either an ELT that is capable of transmitting on 406 MHz and 121.5 MHz or an alternate means of compliance. The exact wording for the alternate means is not known at this time but we do know that the wording will not change significantly from a previous draft of the regulation; wording that excludes all affordable alternatives for our sector of aviation.
The regulation will permit a transition period of two years for commercial aircraft and three years for private aircraft. There are exceptions similar to the current regulation (balloons for example). All foreign aircraft will also have to comply, even U.S.-registered aircraft that are not required to equip in the U.S. The regulation is with the Minister of Transport now for sign-off and then it will go to a Treasury Board hearing before being released. COPA does not know when these will occur but if they do not occur soon, it could slip further due to summer recess.
COPA had reached a compromise with Transport Canada in 2009 that would not require privately registered aircraft to equip with 406. Several members congratulated COPA for the win but we cautioned everyone at that time that the issue would not be resolved until it was in black and white with the revised regulation coming into effect.
At the time COPA was concerned that the Department of National Defence (DND), who did not participate in the key consultation meetings, disagreed with the compromise and would work at the political level to press for a solution that best suited them.
Well, DND did take their case to the Treasury Board, last stop on the way to the regulation coming into law and at which the public has no input, and convinced the Board to overrule our agreement and force the switch to 406. The Treasury Board then sent the regulation back to Transport Canada for re-work.
The Transport Minister could have held his ground at the Treasury Board and follow the advice of his advisors, both internally and externally (COPA), but he chose not to do so.
It seems that the military knows what is best for our sector of aviation. The real shame of this development, besides the millions of dollars that our sector will have to spend to meet DND’s agenda, is that this is a sign that the military can essentially control civil aviation. They overstepped the public consultation process, including years of in depth work that resulted in a practical solution.
In many countries where the military controls/influences civil aviation, general aviation is either severely curtailed or non-existent. Perhaps the unwillingness of our Transport Minister to listen to reason and stand up against the military is a sign of things to come. This is regrettable in this country that is dependent on GA as a form of transportation.
Through COPA’s extensive efforts, we managed to delay the imposition of the requirement. In 1998, when the first attempt was made to mandate new ELTs starting in 2000 and cease monitoring 121.5 MHz by satellite in 2002, the cost to purchase and install an ELT was a minimum of about $4,000, due in large part to a lack of competition and very little development effort to seek low-cost solutions.
At that time, COPA stated that the resistance point to being forced to install a new ELT, given their propensity to fail, was about $1,000 installed.
COPA also convinced the Canadian authorities that, among other issues, the industry was not prepared, in terms of supply, to equip tens of thousands of aircraft in a very short time. Incredible as it seems, the international folks who set the original schedule did not do any research on the ability of the industry to meet the schedule, and they were about to set the stage for a mass grounding of aircraft.
In the ensuing years, there has been a competitive effort to develop lower cost ELTs. There are some available now for as little as $600 U.S. (some of these are available only in the U.S. at this point – Canadian approval pending) but you should be aware that it is very much a matter of you get what you pay for with some of these ELTs.
Although they technically meet the certification requirement, which means they have features built into them that permit them to function automatically, many aircraft owners may be tempted to go with the minimum cost to comply.
However, as with any electronic device where production costs are reduced through sourcing of low-cost components and employing low-cost manufacturing techniques, the device’s performance under extreme conditions or their ability to last a reasonable time beyond the warranty period may be questionable. Just because they "meet the spec" does not necessarily mean that they will provide good value.
We convinced Transport Canada to catch up with the times regarding lithium batteries. At the heart of a requirement to buy new ELTs many years ago was the faulty standard for batteries that resulted in several malfunctions, including fires. The standard was revised and the battery installations were improved in the 1990s so that there was no longer a reason to ban them in Canada.
The prohibition was removed a few years ago, thereby increasing the choice and eliminating a more costly "Canada-only" solution if unique ELTs for Canada were required. This helps to drive the cost down through choice and competition.
ELTs were considered specialized maintenance. As far as we could determine, ELTs were simply captured for no good reason in a revision of the maintenance regulations. In an effort to reduce the installation costs, Transport Canada was convinced to permit installation of the new ELTs by AMEs instead of having to go to a shop that can perform specialized maintenance. This can reduce the overall cost by several hundred to several thousands of dollars because the installation can be done in place when the annual is performed and the aircraft is open for inspection anyway and the owner can help to reduce the time and therefore cost.
Many of the new ELTs incorporate self-test features and even remote testing such that most of the annual certification requirements can be fulfilled without having to send the ELTs anywhere for certification, which has in the past presented significant safety (and cost) implications.
With the 406 there is no need to ship dangerous goods (lithium batteries), false alerts from ELTs activating in delivery trucks are eliminated and aircraft would not have to fly without an ELT for up to 30 days. COPA proposed that the owner perform an annual check using the manufacturers procedures, and that formal recertification by a shop be performed coincident with the battery life (five or six years). An additional benefit is that it would save the annual cost ($80 - $150) plus tax plus shipping. So far, TC has not accepted this safety and cost improvement proposal.
Purchasing and installing these new ELTs is a bit more complicated than the old ones, primarily because of the new capability to send a code up to the satellite to tell the rescue folks in which country the ELT is registered and in which specific aircraft it is being used.
Therefore, a distress signal from the ELT can be linked to a specific owner via a database called the beacon registry that resides at DND’s Mission Control Centre, where rescues are coordinated.
This feature only works if you register the ELT. This is a new requirement that did not exist with the old ELTs and it is one that is vital in improving the response time to an alert.
In the old days, there were relatively few choices (fixed or portable). Now you can choose between no GPS, internal GPS or linked to an aircraft installed GPS. There are also several concepts for testing the ELT, including self-testing and remote testing via the internet. There are also choices that are compatible with old ELT mounting trays and, to some extent, wiring to the remote switch.
So, in searching for an ELT, determine if there is one that may be compatible with your current installation. It could save you some work and money.
The basic, least costly mandated requirement is to install an Automatic Fixed (AF) ELT that meets TSO C126. ELTs that meet TSO C91 or C91a do not broadcast on 406 MHz and therefore will no longer be acceptable beyond the transition period that will be specified when the regulation is released.
Whether you elect to install a more capable ELT is up to you. COPA believes that an Automatic Portable (AP) ELT has a major advantage for a relatively small additional cost because it can be removed from the aircraft and positioned for best signal strength. Also, an ELT with GPS capability is more expensive but it is nice to have because it narrows the search area down to a few hundred feet or less.
So, here are the key steps that you should consider.
First step: Make sure that the ELT you want to purchase is approved for Canada. Be careful about some of the sales pitches.
There are three levels of approval that are necessary for ELTs in Canada:
Second step: You must purchase an ELT that is coded for Canada. If it is not coded for Canada you will have to send it to the manufacturer or one of their agents to have it recoded, and there may be a charge for this service. Most, if not all, Canadian vendors sell Canadian coded ELTs. So, just beware of the "deal" at a trade show in the U.S. and ask about the country code. Speaking of deals, see the section below about a deal we have arranged with Aircraft Spruce Canada.
Third step: The ELT must be programmed for the aircraft in which it will be installed. Every registered aircraft has a unique code, a string of 0s and 1s called a 24-bit address which you can find for your aircraft by searching the registration database.
When you purchase an ELT, it must be programmed for a specific aircraft before it is installed. Depending on the make of ELT you purchase, there are varying ways to have the ELT programmed, but you cannot do so yourself. Most vendors will have the equipment to program the ELT and they can find the 24-bit address for you.
Please note that since the ELTs are programmed for a specific aircraft, you cannot simply move it from one aircraft to another.
Some manufacturers offer a dongle to reprogram the ELT (useful for flight schools and other fleet operators) but most of us will have to take the ELT to an agency that has the equipment to reprogram ELTs.
Fourth step: You are responsible for registering the ELT in the beacon registry. Only about 40% of all 406 MHz alerting devices in the world are currently registered, so this important (and mandatory) step is frequently missed.
This step involves entering data about you and your aircraft (emergency contact phone number, colour of aircraft etc.) into a registry that is maintained and used by DND’s rescue folks.
There are a variety of ways (online, fax, email or mail) to register your ELT, as explained on the National Search and Rescue Secretariat site, but this is a very important step that you must perform in order to comply with the regulation and, more important, to minimize delay in responding to an alert from your ELT.
To register your ELT, or any other beacon online, go to DND’s site.
Fifth step: Install the ELT. Thanks to Transport Canada’s agreement to remove the new ELTs from the specialized maintenance category, they can be installed by an AME with an M1 or M2 rating, provided that the ELT does not interface with an aircraft system, such as an on board GPS. Combined with the regulation permitting you up to three years to comply, you have the flexibility to schedule the installation for a time when other work is being done, such as an annual when the aircraft is opened up anyway, and you can assist in the installation.
For those interested in buying Canadian, in previous articles COPA spoke about Pointer Avionics, whose ELT offers an internal GPS at a much more affordable price compared with other GPS-compatible manufacturers. Unfortunately, Pointer has not yet completed the certification process and does not expect to be able to start delivering ELTs until later this summer. If you want to buy Canadian, you will have to wait a bit longer. Keep an eye on the Pointer website.
With the cooperation of Aircraft Spruce Canada, COPA is pleased to make the following offer to anyone who buys a 406 MHz ELT from Aircraft Spruce Canada. Our goal in putting this deal together is to provide one-stop-shopping for the purchase and programming of your ELT as well as renewing your COPA membership or taking out a new membership (both at no cost to you). Contact Aircraft Spruce Canada at 877-795-2278 or visit Aircraft Spruce Canada's website to order a 406 MHz ELT from their large selection of available units. When your ELT arrives, it will include a buck slip from COPA. When you complete the buck slip with your contact information and send it to COPA (fax, scan and email or mail), we will verify your purchase and then do one of the following, depending on your membership type.
If you have an individual membership, we will extend it by one year, a value of $55 (at no cost to you). If you have a family or corporate membership, we will apply this value ($55) to your membership account to extend your membership by one year and send you an invoice for the difference (family $20, corporate $205).
For non-members, we will provide a complementary one year individual membership, complete with all of the benefits of being a member.
This was the million dollar question during the long debate. There is no doubt that the new ELTs, with more powerful signal, less interference and the capability to send a coded message identifying the unit and providing an optional GPS location, is an improvement over the previous ELTs. However, the primary reasons why ELTs fail to automatically activate and send a signal to monitoring agencies are not addressed by the new ELTs.
Antennas will break off, wreckage will sink or be inverted, and ELTs will be destroyed by impact forces. We can debate about how much improvement in the failure rate will occur, which in our opinion was nowhere near being acceptable with the older units, but it will take some years to gather data in order to see how the millions of dollars aircraft owners will spend has made our prospects for being rescued any better, if at all, and we will be risking lives to find out.
As with any form of insurance, each person has to assess their aversion to risk and purchase whatever satisfies their level of risk. The uncertainty with ELTs, like the uncertainty with some forms of insurance, is whether or not your investment will bring the results you expect. With this in mind, you should consider carrying something else with you (PLB, SPOT, tracking service, mobile phone, sat phone etc.), brief someone about your route and file and stick to a flight plan in order to improve your odds of being found.
We are at the end of a long struggle for common sense. Future articles will bring new devices and services to your attention. If technology does what it usually does, ELTs will be surpassed by much better technology in the near future that will meet everyone’s needs, government and aircraft owners alike. Let’s just hope the government does not leap onto new technology too soon and force yet another requirement to equip. We need time to recover from the millions that will be spent by our sector because of the mandatory ELT requirement.
Over the years COPA asked members many times to engage their Members of Parliament on this issue because in the end it would likely become a political issue. Some members did contact their MPs but there was relatively little response or support from the MPs, due largely to the reality that not enough members took the time to get involved. This was most likely viewed as acceptance of mandatory equipage, notwithstanding COPA’s apparent lone voice in the wilderness, so to speak.
Perhaps the lack of action on the part of our membership meant that the majority accepted mandatory equipage. We will never know.
If members do not get politically involved in the issues that face our sector, we are doomed to whatever suits the politicians, as was the case here.
Our neighbours to the south are much more successful on issues like this one (406 is not mandated there) because their members take up the charge in large numbers, bugging their elected officials on an individual basis until they understand and become engaged in the issue. Canadians in general tend to be laid back, and that is why we sometimes get what we deserve rather than what we want or need.
AvWeb has now waded into this story with their own coverage: 406 ELTs To Be Required To Fly In Canada.
As a result of the debate we have started a blog entry. Read the blog and have your say.
9 April 2010 - Preliminary information has been released by the security authorities concerning these meetings of world leaders in June. The following is subject to change as the plan is finalized.
An Aeronautical Information Publication (AIP) Supplement is planned for release on May 6 by Nav Canada. Please check this official source and be sure to check NOTAMs before you fly for any updates that may occur due to changing threat levels. Briefing sessions will be provided at various locations. Stay tuned to our website for the schedule as it is developed.
The G8 restrictions will be in place June 24, 25 and 26. They are centred on the Deerhurst Resort, near Huntsville, ON.
The G20 restrictions will be in place June 26, 27 and 28 June. They are centred on an as yet undefined point about half way between Pearson Airport and the Toronto Convention Centre downtown.
At both locations the restricted areas will consist of two rings, both from the ground up to 18,000 feet. Within 15 nm, with very few exceptions there will be no GA flights permitted. From 15 to 30 nm, special procedures will permit flights to and from arrival and departure airports and direct point-to point flights in this area. Further details will be provided in the AIP Supplement.
COPA will not be posting the details of the restrictions because they could change without notice. We urge members to check Nav Canada’s website and click on AIP Canada (ICAO) Current Issue→AIP Canada (ICAO) Supplements for further information after May 6.
COPA’s Southern Ontario Directors Paul Hayes and Doug Ronan are working with the authorities to help with their plans and get them in contact with local groups for briefing opportunities.
The complete set of restrictions have been published by Nav Canada as AIP CANADA (ICAO) SUPPLEMENT 11/10 (16.2 MB download)
The Supp runs 13 pages and includes colour maps. The restrictions span a period from 24-28 June 2010 and either severely restrict or eliminate general aviation flights in large areas of Southern Ontario during those days. If you are planning to fly on those days read Supp 11/10!
|The Eyjafjallajökull glacier and volcanic|
eruption from Hvolsvöllur on April 17th, 2010
photo by Henrik Thorburn
Flight operations in volcanic ash have proven to be quite dangerous and difficult to detect.
Research has indicated that volcanic ash cloud exposure to aircraft damages the outer body, windshields, power plants and internal systems such as ventilation systems.
In some cases power loss in all engines has occurred when exposure to volcanic ash is high.
Volcanic ash cannot be detected on aviation radar, therefore aircraft should be immediately steered away when a volcanic ash cloud is seen or suspected en route.
Pilots should be aware that volcanic ash clouds can also spread across large distances due to strong winds at altitude and that “old” volcanic ash residue remains dangerous. The ash can stay in the air for extended periods of time.
Although ash cloud damage to aircraft can be detected with thorough examinations, sometimes it is not so. In 2000, a NASA DC-8 accidentally flew through volcanic ash clouds. The clouds were the result of an Icelandic volcano which erupted approximately 10 years ago. The aircraft was inside of the ash clouds for approximately eight to 10 minutes and did not appear to be damaged upon first inspection, but there was more damage to the aircraft than it appeared during visual inspection.
"Because it was an Icelandic volcano, some of the ash was encapsulated in ice and it showed up as vapour cloud instead of ash cloud," Tom Grindle of NASA's Dryden Flight Research Center said.
At the time he checked his aircraft's outer body and there was no indication of any damage done during the flight to Sweden. However, upon further examination, extensive damage to all four engines was found. Grindle said it cost more than $3M to repair the damage.
Most volcanic ash cloud reporting is dependent upon pilots as there are no recent tools that can help better detect the clouds. Pilots are also advised to listen for ash cloud trajectory forecasts that state high danger areas and avoid flying within or around the region; particularly during the night time hours where ash clouds are not able to be seen.
Any sightings of the clouds should be filed and reported immediately to the closest ATS unit. Damage to aircraft is one of the only and major indicators of ash cloud danger in an area where the aircraft was in. Understanding ash cloud damage and warning pilots of the clouds can save lives.
Transport Canada expressed concern at the 2010 Canadian Aviation Expo that many pilots are not ready for the looming 30 June 2010 deadline to get pilot licences changed over the to new format. TC reported that there are still 18,000 current licences that need changing over to the new passport style pilot licences.
Applicants who complete their forms before 30 June will be given a 90 day temporary licence while their new licence is processed, but those who miss the deadline are grounded and cannot fly.
If you haven't applied for your new pilot licence then get your paperwork in soon.
Transport Canada has just released their newest version of the Aeronautical Information Manual on 8 April 2010.
The AIM replaced the old Transport Canada AIP a number of years ago. The AIP was a paper publication, with amendments issued six, and later four, times a year. That meant to keep it up to date you had to spend hours inserting new pages and removing old pages. On top of that the old AIP wasn't well indexed either, making it hard to find information.
The new PDF format AIM is a great improvement: no amendments to do, just download a new copy every six months. The new electronic publication is easy to search for information in, too.
Due to popular demand VIP Pilot Centre has decided to produce the AIM as a paper book, since Transport Canada only makes it available in electronic format. The VIP paper AIM is available for $19.95..
|The Gatineau Zone as it will|
look starting 8 April 2010
Nav Canada has made changes to the Gatineau Control Zone, eliminating the no-contact Ottawa River transit corridor above 700 feet AGL starting on 8 April 2010.
Nav Canada explained the changes in AIC 4/10 (1.5 MB download), saying that they had:
...conducted an aeronautical study that evaluated the airspace and publications in Ottawa, Ontario and the surrounding airports. The study recommended changes to the airspace and publications for Ottawa International, Ottawa/Gatineau, Ottawa/Rockcliffe, and Ottawa/Carp airports. These changes will be implemented over a period of time.
The first planned change is to extend the Ottawa/Gatineau control zone south, to the south side of the Ottawa River, with an exclusion over the river at 700 feet above ground level (AGL) and below.
This change will take effect 8 April 2010 at 0901 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended.
Former COPA national staff member and current Flight 8 webmaster Adam Hunt has released his first novel, The Longest SAR. The work is Hunt's first book-length fiction, although he is well-known in aviation circles as the original author of eight of the COPA Guide series of non-fiction books as well as hundreds of aviation articles that have appeared in COPA Flight, KitPlanes, UltraFlight, Ultralight Flying!, Helicopters and other magazines.
"I originally wrote the outline for this novel back in 1983 when I was flying as a military helicopter pilot on a search for a missing aircraft. I never had the time until now to actually write the story," Hunt explained.
He describes the story: "The book is set in 1984 and is about the search for a missing Cessna 310 that has disappeared in British Columbia. The story is told from the point of view of the searchmaster, an experienced captain who is near retirement. The search is subject to the expected usual factors: bad weather, no emergency transmitter signal, search aircraft unserviceabilities, SAR techs being arrested, interference from relatives of the missing passengers, psychics and the difficult task the searchmaster has of trying to piece together all the information available to locate the missing aircraft. The search is further complicated by the searchmaster's own personal problems, which impact how he deals with his search crews, the members of his deployed headquarters team and the search itself. The book deals with what the search means to him personally and explores to what length he will go to find the missing aircraft. On one level this is a very realistic adventure story that anyone can read and enjoy. It is also a psychological portrait and a philosophical subject, too, so I am hoping that a wide range of adult readers will enjoy it. There are naturally a lot of flying scenes in the book and the subject is all about aviation, so it has an obvious appeal to pilots."
Hunt knows his subject matter as he served as a military helicopter pilot between 1982-95, qualified as a Canadian Forces searchmaster in May 1991 and flew searches with 408 and 417 Squadrons as well as Base Flight Cold Lake.
The book is independently published by QQ Books and available on paper and as a download under a permissive Creative Commons licence. Hunt explained why he went this route for publishing: "Since I wrote the outline for the book I always intended it as a creative project, not as a commercial endeavour. I feel that too many creative compromises are often made to try make a book a commercial success. I am also a big fan of Lawrence Lessig, his book Free Culture: How Big Media Uses Technology and the Law to Lock Down Culture and Control Creativity and also the free culture movement and so this book is just my small contribution to it."
All Canadian flight crew licences, permits and medical certificates in the current individual paper format will expire at the end of June 2010.
Airline Transport Pilot and Commercial Pilot licences have already been replaced with the new licence booklet format licence. Current Private Pilots licences were to expire on 31 December 2009, but this has now been extended to 30 June 2010. So if you haven’t applied for the new format licences, do so today or you won't be flying in July 2010!
For complete information read the COPA Microsoft Word format article on the subject (72 KB download)
Kathy Van Benthem is a Ph.D student working with Dr. Chris Herdman at the Advanced Cognitive Engineering Lab at Carleton University studying general aviation and is interested in recruiting pilots for an upcoming study in March 2010.
This study will use a Cessna 172 medium-fidelity aircraft simulator and will involve approximately 2.5 hours of simulated and computerized tests of reaction time, spatial judgements, etc.
Anne Barr from the Advanced Cognitive Engineering Lab attended the COPA Flight 8 meeting on 24 February 2010 to describe the project and recruit pilots for the study. She explained that volunteers will not be paid for participating, but will get free parking at Carleton University.
Interested current or non-current pilots can contact Kathy directly to volunteer at:
Kathy Van Benthem M.H.S., B.Sc.O.T
Institute of Cognitive Science
Ph.D. Program, Dunton Tower, 2209
Phone: (613) 520-2600 ext. 2527
|Zenair CH 601 XL|
As a follow-up to the NTSB as well as FAA and EAA recommendations to ground the fleet of Zenair CH-601XLs & CH-650s as a result of a number of structural failure accidents, the FAA has produced a report entitled Zodiac CH601 XL Airplane Special Review Team Report January 2010 (864 KB download).
In the report the FAA identified a number of problems with the design of the 601 XL and the 650. The report says:
FAA review of the in-flight failures did not indicate a single root cause, but instead implicated the potential combination of several design and operation aspects. Our preliminary assessments focused on the strength and stability of the wing structure. Further analysis during the special review found the loads the manufacturer used to design the structure do not meet the design standards for a 1,320 lb (600kg) airplane. Static load test data verifies our conclusion. The special review also identified issues with the airplane’s flutter characteristics, stick force gradients, airspeed calibration, and operating limitations.
As a result, and until corrective action is completed, the FAA ceased issuing new Certificates of Airworthiness for E-LSA, S-LSA and amateur built 601 XLs and 650s. The FAA is working with the manufacturer who are designing modifications for the aircraft.
Earl Lawrence, EAA Vice President of Industry and Regulatory Affairs stated about the report:
"The FAA did an excellent job with this investigation and deserves credit for thoroughly exploring all possibilities. EAA had vigorously pushed for comprehensive data on these accidents. We wanted to see the data, so aircraft owners knew exactly what modifications were needed and why they were needed immediately."
The Canadian private civil aircraft fleet was still growing in 2009, but not at anywhere near the rate in recent years. In 2008 the fleet grew at 3.2%, but in 2009 that dropped to 2.3%, a rate of growth that is the lowest since 2004.
Given the economic realities of 2009, which was the worst recession year since the 1930s, it is hardly surprising that far fewer aircraft were purchased or built. In many ways it is surprising that the fleet did not shrink in size, but that was probably prevented by high asking prices for used aircraft in Canada.
In total the civil fleet increased in size by exactly 600 aircraft in 2009, compared to 803 in 2008. Of the 2009 number, the private fleet increased by 577, while commercial aircraft increased by just 31 aircraft. The state fleet, owned by the various levels of government in Canada, actually shrunk by eight aircraft as government priorities shifted to economic stimulus and automotive manufacturer bailouts.
For the past few years certified aircraft have been leading the growth in private aircraft numbers, fuelled by a low US dollar, making imports from that country cheaper than buying domestically. That same trend held in 2009 with 196 private certified aircraft added, made up of 141 airplanes, 54 helicopters and 10 gliders. Of note, the number of privately-owned certified balloons dropped by nine, which represents 2% of the private certified balloons.
Private certified aircraft accounted for 33% of the overall fleet growth in 2009. The total number of private certified aircraft was 15,532 at the end of 2009 out 26,436 private aircraft in all.
The second quickest growing area of private aviation has been BULAs for several years and this trend continued in 2009, with 157 new aircraft for 26% of the overall growth seen. These included 156 single-engined ultralights and one twin-engined one. There were 5102 BULAS at the end of the year.
Amateur-built aircraft were in the number three slot again this past year, increasing by 125 aircraft, including 121 airplanes, seven helicopters and one balloon. Three gliders and one gyroplane were removed from the register. Amateur-builts made up 21% of the aircraft added to the overall fleet in 2009.
Amateur builts now number 3635 in Canada and include fixed wing airplanes, helicopters, gliders, gyroplanes, balloons, airships and even one ornithopter.
As in 2008, AULAs remained in fourth place for growth, increasing their numbers by 42 airplanes over the year. By category definition all AULAs are powered fixed wing aircraft. Their growth in numbers in 2009 made up 7% of the fleet increase and brought the total number of AULAs on the register to 1082.
The AULA category was introduced in 1991 and has increased at an average of of 60 AULAs per year, so this was a below-average year for the category.
As in 2008 the O-M category had very little growth this past year, adding only 27 aircraft. This means there were 483 O-M aircraft in total at year end. The category is made up of 471 airplanes and 12 gliders.
This category continues to suffer from a lack of interest amongst Canadian aircraft owners as a result of the FAA stating that these aircraft will never be allowed to be flown in US airspace or sold in the USA.
Reacting to the poor economic conditions, the commercial aircraft fleet had a weak year, increasing by only 31 aircraft to bring it to 6832. The increase included 24 airplanes, 5 helicopters, one glider and one balloon. Of note the number of commercial single-engined aircraft fell by 35, while the twin-engined fleet increased by 73.
The state fleet dropped in numbers in 2009 by eight aircraft, the losses made up of seven airplanes and one helicopter.
The private fleet still makes up 79% of the aircraft in Canada, the same as it did in 2007 and 2008, with the commercial fleet at 20% and the state fleet at 0.8%.
Many of the trends in 2009 were continuations of what was seen in the fall of 2008, when the economy first showed signs of contraction. The number of new and used private aircraft being purchased dropped as people lost their jobs or became uncertain about their financial future. Even avgas prices, which had dropped with world oil prices in late 2008, have rebounded, which has undoubtedly dissuaded some people from buying aircraft.
There is lots of evidence that even though the fleet continued to grow in 2009 that the number of hours being flown by Canadian pilots was down. Fuel and insurance sales, along with Nav Canada traffic numbers all support the notion that more Canadian aircraft spent more of 2009 parked than in past years. A large number of Canadian aircraft were offered for sale this past year, but as in 2008, at prices that were generally higher than for the equivalent aircraft in the USA. In the US ample stock of used aircraft for sale forced prices down and, along with a weak US dollar, kept Canadian aircraft more expensive. This meant that many aircraft advertised for sale in Canada did not sell and probably weren't flown often either.
Aircraft imports into Canada were down in 2009, as can be expected and fewer of the imports were light aircraft, illustrating that despite lower asking prices in the US few pilots were shopping there. In 2008 there were 968 aircraft imported, whereas in 2009 this number was 673, a drop of 30%. On the plus side with Canadian asking prices mostly far too high for the North American used aircraft market, very few used Canadian aircraft were exported, keeping the fleet numbers in positive growth territory.
It is interesting to note that between December 2008 and September 2009 the number of licensed pilots in Canada with valid medicals actually fell by 529, an annualised rate of -0.1%.
2010 may well prove to be an interesting year for the Canadian private fleet. Even though the banks are proclaiming the recession a mere memory, economic uncertainty is still a daily reality for most Canadians and Americans, too. Many economists are not convinced that economic growth has returned to stay and the risk of a "double-dip" recession is real and may be driven by high oil prices.
Whether the recovery is maintained or we slip back into recession, the economy and the associated demand for aircraft are both likely to remain weak through 2010. This point is illustrated by the experiences of US light aircraft manufacturer Cirrus Design. The company had laid off workers in late 2008 and again in early 2009. Cirrus started rehiring in June 2009, only to have to carry out more lay-offs in September and again in November 2009.
One thing is certain, as long as asking prices for used aircraft in Canada remain above those in the US, the Canadian fleet will continue to grow as pilots import and build their own aircraft, rather than buying used aircraft in Canada. This in turn, means that the Canadian fleet is likely to continue to increase in 2010, albeit modestly, regardless of other economic factors. If Canadians who are selling aircraft lower their asking prices to match those of the USA, then it is possible that the civil fleet may shrink in the near future, as high prices are keeping aircraft in the country.
Note: Data for this report was taken from the Transport Canada Civil Aircraft Register and reflects the difference between the number of aircraft registered in Canada on 31 December 2008 and 31 December 2009. These statistics reflect the net number of aircraft built and imported, minus the number destroyed, scrapped and exported. Just because an aircraft is registered in Canada does not mean it is being flown and therefore the number of registered aircraft should not be confused with the amount of flying activity.
The Rockcliffe Flying Club is also carrying out some construction this winter.
A storm hit Rockcliffe Airport on Saturday 25 April 2009, knocking down their landmark tree and damaging the clubhouse, as well as many aircraft. The club has decided to build a new hangar and also put in a new temporary clubhouse, which is not open yet.
Mike Shaw contributed the photo above, taken from the taxiway west of the fuel pumps, facing north. It shows the old clubhouse and hangar, centre, with the temporary clubhouse, right, and the new hangar, left, under construction.
It is going to be a storage hangar 70 x 120 feet and made of canvas type material. Once the hangar is completed in late January we will be able to store a good portion of our fleet in there to keep the snow and frost off.
The photo was taken on 23 December 2009 and shows progress to date, positioning of an outline series of portable concrete blocks. We'll have more photos of the new OFC hangar when it is completed.
The hangar kit arrived at the flying club on Monday 18 January 2010 and by 8 February the frame had been finished. On 17 February 2010 Champagne said:
[The] fabric and back wall have been installed on the new hangar. The front needs completion along with some finishing touches. Looks like Friday everything will be finished.
As a follow-on to the successful raising of Canadian awareness of the importance of aviation during 2009, several of the organizations involved in the centennial celebrations, including COPA, have decided to maintain that momentum by celebrating National Aviation Day, as proclaimed by the Minister of Transport, on February 23. At the conclusion of his message, Mr. Baird stated:
This yearly celebration will allow us to remember our past achievements and help chart the course of Canada's aviation and aerospace futures.
In line with this statement, we jointly decided that the February 23, 2010 event should be youth and career-oriented. To that end, the Canada Aviation Museum in Ottawa, in collaboration with the Department of Transport and others involved in the newly-named Canadian Air and Space Network, will be putting on a Career Day and Job Fair on the 23rd. We are in the process of lining up participants both from the side of school boards, colleges and other educational institutions, on the one hand, and the various employers in the widely-defined aviation and space community in Canada. Initial response from all sides has been very positive. COPA will have a booth there to promote personal aviation and answer questions about flight training, licensing etc.
The Canada Aviation Museum has already been in touch with a number of leading aerospace companies in the broadly-defined aviation and space field, post-secondary educational institutions and government agencies. The Museum has a growing number of commitments in hand for the provision of a manned booth, information materials and, in some cases, speakers. Members located in other regions of the country should be aware that aviation and space museums across Canada are being encouraged by their national association, the Canadian Aeronautical Preservation Association, to put on similar events. Members should contact their local museum to see how they can help celebrate this day.
The Canada Aviation Museum is planning a series of events and presentations throughout the day on February 23. It is expected that the Minister of Transport will speak in the morning and the Director General of Civil Aviation will speak later in the day along with other representatives of both the aviation and space sectors. The program should garner significant media interest.
COPA Flight 8 will be represented at this event, as Flight 8 captain Mike Shaw will man an information exhibit there. Drop by and say hi!
Nav Canada, the country’s provider of civil air navigation services, has evaluated the provision of Flight Information Service En Route (FISE) using Remote Communication Outlets (RCO). As a result of this evaluation NAV CANADA has embarked upon a multi-year RCO redesign program aimed at improving FISE service coverage and reducing frequency congestion on 126.7MHz.
To achieve these objectives and better serve aviation communication requirements in the Ottawa/Gatineau area, the following FISE RCO change will be made:
This change will take effect February 11, 2010 at 0901 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended.
Note: for more information on this subject see:
|The Ottawa Flying Club's new|
Beechcraft 76 Duchess C-FDMO
The Ottawa Flying Club's general manager Mark Champagne announced on 2 November 2009 that the club has purchased a second Beechcraft 76 Duchess to be used for twin-engine training.
The new Duchess, C-FDMO, is a 1976 model. Champagne indicates that the aircraft has a beautiful paint scheme and is well equipped, including an avionics stack with a Garmin 430 GPS.
C-FDMO was recently imported into Canada and has been registered to the club since 2 October 2009 where it has undergone its import inspection and other work. With its paperwork now complete it should be on the flying club's flightline ready for its first revenue flight on Monday 9 November 2009.
With the addition of this twin we should have fewer booking delays so if you are thinking about your Multi or Multi IFR now is a great time to start the rating.
This is a follow up to a previous Flight 8 home page story.
Following the in-flight break up of a Zenair CH601XL over Arkansas on 6 November 2009, both the Federal Aviation Administration and the Experimental Aircraft Association have come out in favour of grounding Zodiac CH601XL and CH650 aircraft currently flying until a Safety Directive/Safety Alert from the manufacturer is complied with. Both AMD Aircraft and Zenith Aircraft, manufacturers of the completed and kit aircraft respectively, endorse these recommendations.
The issue stems from the US NTSB investigation of seven in-flight structural failures of this aircraft type. The FAA investigation showed that a combination of stick force characteristics, airspeed calibration, structural stability, wing structure and flutter issues can all add up to compromise safety.
On 30 December 2009 the EAA published the results of a survey that they conducted with owners of these aircraft to find out what the owners' intentions are. The survey revealed:
The data clearly shows that owners/builders of the 601 XL and 650 are aware of the SAIB issued by the FAA and the safety alert/safety directive issued by AMD. Eighty-four percent of respondents are planning on incorporating the AMD safety directive into their Zodiac. Respondents commented that the FAA has not released any factual data regarding its tests and that of the designer. Two-thirds of respondents would either like more factual data to understand the issue or do not believe the FAA has identified a factual issue.
Flight 8 Captain Mike Shaw has long taken umbrage with the wording of the Transport Canada AIM, particularly on what it has to say about circuit joining procedures, which he has described as "sloppy work ... that really bugs me". He previously outlined his objections in a Flight 8 blog post.
Mike Shaw has now taken his disagreement with what the AIM says on this issue one step higher and has a letter on the subject printed in ASL 4/2009.
It looks like he has Transport Canada's attention on the subject, as ASL editor Paul Marquis replied: "Thank you for writing to us. Your comments are appreciated and will be considered in an upcoming revision of the TC AIM. —Ed."
Effective 22 October 2009 the airspace in Southern Ontario will be changing. There will be more controlled airspace, especially in the most southern parts of the province.
The changes create a new 2500' ASL floor for Class "E" in low level airspace, transitioning to 3500' ASL floor further north. All previously uncontrolled airspace between 12,500' ASL and 18,000' ASL will now be Class "B" airspace.
Nav Canada says that these changes are required to "reduce some procedural limitations on instrument flight rules (IFR) operations and enable expanded use of more efficient RNAV direct routings in this low level airspace."
The presence of more controlled airspace closer to the ground will impact VFR operations, mostly by imposing higher weather limits on the VFR traffic operating in the new Class "E" airspace created. VFR weather limits are:
For more details on the weather limits for VFR flight, please see the Transport Canada AIM - VFR Weather Minima
For the complete story on the airspace changes, please read:
Transport Canada has just released their newest version of the Aeronautical Information Manual on 22 October 2009.
The AIM replaced the old Transport Canada AIP a number of years ago. The AIP was a paper publication, with amendments issued six, and later four, times a year. That meant to keep it up to date you had to spend hours inserting new pages and removing old pages. On top of that the old AIP wasn't well indexed either, making it hard to find information.
The new PDF format AIM is a great improvement: no amendments to do, just download a new copy every six months. The new electronic publication is easy to search for information in, too.
Due to popular demand VIP Pilot Centre has decided to produce the AIM as a paper book, since Transport Canada only makes it available in electronic format. The VIP paper AIM is available starting with the October 2009 edition, for $19.95. Order from VIP.
On a quiet Tuesday afternoon in October I made to trip out to Carp to have a look at the new facility and see what they have to offer.
It is impossible to miss the new store as it is extraordinarily well sign posted. From the moment you get to the airport a string of signs takes you to the Touch 'n Go hangar. The hangar itself has a huge sign announcing that you have arrived.
This hangar has a long history, having been an aircraft storage facility and more recently a maintenance operation. Touch 'n Go owner Chad Wilton purchased the hangar and turned the ground side into the new store. This involved removing the old office cubicle that was there and building a whole new interior for Touch 'n Go. The new space is large and bright. The new north face windows add some much-needed light and a customer door from the ground side parking lot completes the shop. Even the access road has been carefully graded and is no longer the sea of potholes joined by a bit of gravel it once was.
Inside Touch 'n Go I was greeted by Chris Sikma who mans the front counter. The store's space is filled with a huge selection of clothing, including the predictable Remove Before Flight shirts, plus Touch 'n Go's own logo wearables. The store also carries an assortment of maps, ground school manuals, fuel testers, aircraft cleaning supplies and aviation oil. They carry a selection of Garmin GPS sets, ICOM radios, ASA flight computers, Sporty's radios and David Clark headsets. Touch 'n Go is also the Canadian distributor for the innovative Clarity Aloft lightweight headset. Sikma explained that as the product line expands they will carry an increasing selection of pilot elementary maintenance items, such as spark plugs.
A lounge area at the back of the store encourages visitors to linger a while and perhaps swap some flying stories. Touch 'n Go also offers aircraft storage in that portion of the hangar that isn't used for the shop. Above the Touch 'n Go shop work continues creating a second floor that may become the home for a flight school in the future.
Sikma indicates that since the grand opening, business has been steadily increasing and he is confident that Touch 'n Go Aviation Warehouse is here to stay at Carp Airport.
Touch 'n Go's hours are:
Click to enlarge
In most years scheduling an outdoor event for the end the August is a fairly safe bet in the Ottawa area, but, with the realities of climate change, there are seemingly no safe bets any more.
Rockcliffe Airport's Classic Air Rallye had one day washed out in 2006 when Sunday August 27th brought 5.2 mm of rain. That was repeated in 2009, when a large low pressure system moved in for the event's end of August weekend.
Environment Canada forecast that Ottawa would receive 15-25 mm of rain on Saturday 29 August 2009, but the city actually got an amazing 37.2 mm. Sunday's weather was not as bad, with the retreating low pressure system trailing a trough though the area, but the city did see a number of showers in the afternoon and evening, keeping a lot of people at home.
The Air Rallye wasn't the only event to suffer from the wet weather on this last weekend in 2009, with a number of other parades and festivals running in the city, but it is especially sad to see the rain beating down after all the efforts put into organizing the Air Rallye by FlightWorks and their hard-working volunteers.
This year's Fly Day is approaching and we are looking for enthusiastic volunteers for the day of the event. If you are a licensed Pilot or have your Student Pilot Permit, we could use your help.
Volunteers for the ground crew are needed to escort passengers, provide security and various other duties. Your involvement is a big part of what helps make Fly Day a huge success every year, and is much appreciated. Aircraft owners and rental pilots are, of course, needed for the flying.
The day is fast approaching. On Saturday 26 September 2009 from 1000 to 1800 hrs we will officially open Touch N' Go Aviation Supply at the Carp airport. The store is located right beside the new FBO and can be accessed by using the March Road entrance to the airport. At around noon we will be firing up the BBQ so feel free to stick around for some free hamburgers and hot dogs.
If you have access to an airplane we would love to see you fly in. If you are unfamiliar with the airport the runway is 10/28, the unicom frequency is 122.8 MHz and the airport identifier is CYRP. If you don't have access to an airplane we have tons of vehicle parking available at the front of the store and would really appreciate your support.
The purpose of this store is to be a local pilot supply shop so please feel free to offer product suggestions when you get here. I will have my 1969 Mooney M20E (my baby) out front of the hanger door so you will know which hanger we are in. The event will be rain or shine as we have lots of space inside for everyone.
Vintage Wings of Canada will open their gates to the public and the media for the annual fall Open House on Saturday, 19 September at the Ottawa-Gatineau Executive Airport. Gates will be open from 10:00 am until 4:00 pm.
Once again, Vintage Wings offers a spectacular array of classic and modern civilian and military aircraft that will be displayed both on the ground and in the air. Spectators will enjoy a variety of aircraft from Vintage Wings' collection, including their fully-refurbished F-86 Sabre, "Hawk One". In addition, the CF-18 Century Hornet, the CT-114 Snowbird Tutor repainted as a Golden Centennaire and the Hamilton-based Canadian Warplane Heritage Museum Avro Lancaster bomber.
The flying portion of the show will commence at 11:00 am with the Victory Flight (Corsair, Mustang, Spitfire, and Hurricane) followed by Michael Potter in the P-51 Mustang, CHAT aerobatic routine, Andy Boyd aerobatics and a biplane aerial demonstration.
Following the arrival of the Lancaster bomber, flying will resume at 1:30 pm with the CJ-6 Nanchang aerobatics, the North American Harvard and the highly acclaimed Centennial Heritage Flight (Hawk One Sabre, Century Hornet, and Golden Centennaire). Aerial demonstrations will finish with stunning performances by Hawk One and the Century Hornet - a must see for all aviation enthusiasts.
In the event of inclement weather that prevents flying operations, the Open House will continue with an all aircraft on static display.
Local pilot and business owner Chad Wilton is moving ahead with his plans to open a pilot supply shop in the Roots hangar at Carp Airport.
He sends this report on his plans:
The goal is to be a complete pilot supply store for both pilots and people looking to buy gifts for pilots. We will be carrying a wide range of products including charts, oil, handheld GPS units, novelty items, clothes, headsets, artwork, books, puzzles, and much more.
As a consumer I found it very frustrating to be ordering products online as there was no way to try the product before I bought them. I had to rely on descriptions and on more than one occasion what I thought I had ordered was not exactly what showed up at my door. Also there were times where I needed a chart ASAP for a flight and didn't have time to wait for it to be shipped to me. This is the reason I started Touch N' Go Aviation to be another option for pilots in this area who need aviation supplies.
We are located right beside the new FBO at the Carp (CYRP) airport and will be open Monday to Friday 10 am to 8pm, Saturday 10 am to 6pm and Sunday noon to 5pm. Our grand opening is September 26th and any support your members could give us would be greatly appreciated.
For any Flight 8 members who don't get out to see Touch n' Go before the Flight's 25 October 2009 meeting, that get-together will be held at Carp and will be on the subject of: Carp Airport Development Update with John Phillips. Chad will also be there and the shop will be open that evening for Flight 8 members to have a look through.
A Hundred for a Hundred! In February of 1909, a few lucky spectators marvelled as J.A.D. McCurdyʹs Silver Dart took off from a frozen lake at Baddeck, Nova Scotia, achieving the first flight by a motorized aircraft in Canada. On the weekend of August 29‐30, to commemorate that event, as well as the contribution of many other aviation pioneers, Flightworks in partnership with the Canada Aviation Museum and Vintage Wings of Canada, aims to bring together over one hundred aircraft at the Canada Aviation Museum, Rockcliffe Airport, Ottawa.
For a sense of awe and wonder, the Classic Air Rallye is the answer to a soggy summer. Called the best annual air show in Eastern Canada, it will feature both modern and historic aircraft in an array of flight and static displays. Spectators will be able to compare the historic ‐ like the regal de Havilland Fox Moth once flown by a British king ‐ with the heroic ‐ the Supermarine Spitfire and Vought Corsair of the Second World War ‐ and those workhorse aircraft used to open up the bush, the de Havilland Beaver and Stinson Reliant. They will thrill as rarely seen vintage Soviet aircraft, Antonovs and Yaks, thunder into the air and cross path with their Western contemporaries, North American Harvards and Trojans. Other high profile aircraft will include Republic Seabees, Beechcraft C‐45s, Stearmans and de Havilland Chipmunks. Throughout the two days the Canada Aviation Museum’s full facilities will be open including tours of its storage hanger – an added bonus.
Also present will be antique and classic cars, Second World War re‐enactors, the Canadian military past and present. The relaxed atmosphere is equally appreciated by pilots and the public, who are encouraged to mingle with the participants. There will be plenty of opportunities for shopping, food and drink, or you could bring a picnic along! And in keeping with Flightwork’s policy of encouraging the pilots of tomorrow, children under 12 are admitted free. So join us at Rockcliffe Airport on the weekend of August 29 and 30 th, to celebrate those aviation pioneers who took to the skies over Canada a century ago.
Gates open at 9 am on Saturday and Sunday, 29th and 30th August. Display flying commences at 11:30 am and runs continuously into the afternoon. Admission for the two‐day event is $20 for adults, accompanied children under 12 free. Admission to the museum is free. OC Transpo bus #129 Rockcliffe also goes to the Museum. No pets allowed (except assistance dogs), parking free.
All flying is subject to serviceability, operational requirements and weather.
Up‐to‐date news and information is always available on the show website.
The Rockcliffe Airport will be host to the Classic Air Rallye Saturday on 29 August and Sunday 30 August. This year, to better accommodate the Rockcliffe Flying Club and its members, the airport and airspace will only be restricted for a maximum of four hours each day. Here is advance notice of the NOTAMs we are expecting Nav Canada to issue:
CYRO PARACHUTING 2 NM RADIUS OF AD EXCLUDING CYR538 AND OTTAWA/GATINEAU CTL ZONE SFC TO 4500 FT MSL. ALL AIRCRAFT REQUESTED TO REMAIN CLEAR UNLESS AUTHORIZED BY DIRECTOR FLIGHT OPERATIONS, 613-866-7612.
0908291530 TIL 0908291615 AND 0908301530 TIL 0908301615
CYRO AIRSHOW 2NM RADIUS OF AD, EXCLUDING CYR538 AND OTTAWA/GATINEAU CTL ZONE SFC TO 2000 FT MSL. NON-PARTICIPANTS REQUESTED TO REMAIN CLEAR UNLESS AUTHORIZED BY DIRECTOR FLT OPERATIONS, 613-866-7612.
0908291615 TIL 0908291930 AND 0908301615 TIL 0908301930
The parachute drops will begin at 1200 hrs, followed by aircraft fly-bys until 1500 hrs local time both days. NOTAM 2 will be cancelled as soon as the fly-bys have been completed.
Due to regulatory requirements, only authorized personnel (essential staff) will be allowed to access or remain inside the Clubhouse and perimeter fence during the airshow. The access road will also be barricaded. Therefore, for those Club members who get caught, or choose to remain, on our side of the airport, they will be required to stay outside the fenceline. However, our essential staff will take orders and deliver Tony's BBQ fare and beverages to you.
Please take the above NOTAMs into account when planning your flying activities next weekend. Thank you for your usual understanding and co-operation to ensure this event is enjoyable and safe for all.
COPA has replaced its old website, originally fielded in 2001, with an all-newly designed website. The familiar content and section headings are all still there, combined with a new cleaner interface and drop down hover menus that should make navigating the website easy for anyone who has used the old website.
COPA has also recently moved their COPA Collection of logo clothing back to VIP Pilot Centre in St-Bruno, Quebec. To celebrate this move VIP has launched a whole new line of COPA-themed clothing items, including newly designed hats, T-shirts and jackets. VIP is known throughout Canada for its unmatched friendly and efficient service.
You can see the new clothing collection on the new VIP store website.
At its recent meeting the COPA Board of Directors decided that COPA needs a more structured and effective advocacy process. The aim is to better deal with issues outside the regulatory and legal levels and create better local political connections.
The board has decided that the COPA Flights and individual members will be needed to collect and pass information from their local area as well as to nurture local contacts with key people.
The basic premise for this store is very simple - we need an aviation supply store to service the national capital region. Our options currently for aviation products are either mail order or online sales through VIP or Aviation World. As a retailer myself these two options frustrate me. When I want to purchase products I would like to be able to touch and see what I'm buying to make sure it is actually what I want. That option is completely erased when ordering products online. I also find myself hoping the product is what I thought it was, based on the picture, which is not always the case.
Therefore I decided to do something about it. I am going to open a 1500 square foot fly in/drive in retail store at Carp Airport. I intend to carry a complete range of aviation supplies from handheld GPS units to charts to fuel testers. I also would like to have input from local pilots as to common breakdown parts that they would like to see stocked in the store. We have no intention of being a repair facility, however if we can stock some parts that will allow pilots to get back in the air quicker I'm all for it.
My intention is to create a place that pilots would want to shop at, as well as a place non-pilots can visit to purchase gifts and so on for the pilots in their lives. I hope to have the store open by late August or early September 2009 but that will depend on how quickly we can get the hangar fitted for a retail store. At this time I hope to be open seven days a week giving people ample opportunity to purchase what they need, when they need it.
Please e-mail your product suggestions to me. We won't be able to carry everything, but with input from the community we can do our best.
For several years COPA has been employing the Special Action Fund (SAF), made available through the generous donations of members, to ensure that we continue to enjoy our freedoms, such as the right to have an airstrip on your property. Uses of the fund include legal actions such as the current federal jurisdiction issue before the Supreme Court.
The name given to the fund may not make it clear enough that its primary purpose is for defending your freedom to fly, so your Board of Directors decided to re-brand the SAF to the Freedom to Fly Fund. The FFF provides a more accurate and immediate understanding of "why" you should donate to this fund.
Donations should continue to be made out to the Special Action Fund, the fund's legal entity.
Donation Form (183 KB download)
26 June 2009 - COPA has received numerous reports of an aviation gas shortage in Western Canada. COPA contacted AVGAS refineries and have sourced the issue to the Strathcona refinery in Alberta and received this information.
Imperial Oil personnel are working hard to fix the manufacturing issue at the Strathcona refinery in Edmonton. They have the assistance of experts from ExxonMobil Corp. on site and work is taking place, literally, around the clock.
Imperial is also transporting product from other regions and purchasing avgas from other suppliers, where possible, to help minimize the impact from the shortfall.
As the situation is evolving and could change, I suggest you recommend to your members that they call ahead to specific sites to learn about avgas supply.
COPA have brought to the attention of Shell and Esso an expected increase in demand over the next few months because of scheduled summer events, in particular, the Centennial of Flight Celebrations and the COPA Convention.
CYOO is holding an open house and everyone is invited!
"The Big One", the famous Cobden Fly-in breakfast is almost here!
The Ottawa Flying Club will once again be hosting its popular Grass Roots Aviation Information Day on Sunday, 07 June 2009 from 1000-1500 hrs.
The aim of this event, as in past years, is to introduce pilots and aviation enthusiasts in the Ottawa area to the many organizations that are available and offer aviation services and support. Organizations in attendance are those that make flying in this area exciting, while providing significant value to the community. Many of these organizations are, like the OFC, volunteer driven and always in search of new members who are enthusiastic and excited about their aviation hobbies.
Exhibitors are provided free space to showcase their products and services by the OFC for the benefit of club members and the general public. This is an ideal opportunity to meet and talk with industry representatives about their particular product, hobby, sport or enthusiasm. The Flying Club will also be hosting a BBQ during the event.
OFC has invited the organizations which participated in last year’s event and have actively solicited additional vendors with the hope that they will attend this year.
The following organisations participated in last year’s event and are expected to exhibit this year:
Everyone is welcome to attend. For further information contact Adam Martin, Grass Roots Aviation Day Committee, Ottawa Flying Club.
The US National Transportation Safety Board has recommended that all Zenair CH-601XL aircraft be grounded. Six aircraft of this type have suffered in-flight break-ups in the past three years resulting in ten fatalities. Four of the accidents were in the USA, one in the Netherlands and one in Spain.
The NTSB indicated in letters to both the FAA and the standards body ASTM that the accidents were likely due to flutter as a result of a lack of mass balancing of the ailerons. The 601 relies on control cable tension to prevent flutter. The NTSB says:
the Safety Board believes that the FAA should prohibit further flight of the Zodiac CH-601XL, both S-LSA and experimental, until such time that the FAA determines that the CH-601XL has adequate protection from flutter.
The NTSB has also pointed out that the US Light Sport Aircraft rules are deficient in requirements for flutter prevention and have asked ASTM to correct the standards.
The NTSB is also concerned about the design of the 601's control system, stating:
...on the CH-601XL, the stick-force gradient lessens distinctly as loads increase above 2.5 Gs. The lessening of the gradient continues as loads surpass 4 Gs. As a result, at high Gs, a moderate increase in stick force could result in a larger than expected increase in maneuver loads...A sufficient stick-force gradient is required for pilots to maneuver an airplane safely. The Safety Board recognizes that experimental and light sport airplanes typically exhibit lighter stick forces than airplanes certified under 14 CFR Part 23 and that, if properly trained, pilots can safely maneuver airplanes with relatively shallow gradients. However, even experienced pilots may find control difficult if the gradient is not constant but instead lessens as Gs increase. With a lessening stick-force gradient, it becomes easier to inadvertently overcontrol the airplane and reach higher acceleration forces than intended.
The NTSB has further concerns about inaccuracies in the airspeed indication system as well that may make the flutter and control problems worse. NTSB has made a long list of recommendations that it would like to see carried out before the 601 XLs are permitted to fly again.
Read the NTSB letter to FAA (382 kB download) for complete information.
Kit manufacturer Zenith Aircraft have responded, saying:
Zenith Aircraft first became aware of the above NTSB Safety Recommendation Memo on April 14, 2009, at the same time the NTSB issued its press release to the public.
We continue to believe wing flutter will not occur if the control cables are adjusted properly. Nonetheless, we are carefully considering the points raised in the memo, including whether the Zodiac CH-601XL is susceptible to wing flutter. Each accident discussed in the NTSB memo occurred under different circumstances. Some of the accidents are still being investigated and what caused those accidents has not been determined.
Zenith Aircraft will communicate with the FAA about the issues raised in the NTSB memo. We will provide more information after we thoroughly consider the issues raised in the NTSB memo and we have spoken with the FAA about those issues.
Responded to the NTSB letter, AvWeb reports that the FAA has no immediate plans to ground the 610XL fleet, that a special FAA-industry review team has been formed and that ASTM has been asked to conduct a review of its LSA standards with regard to aerodynamic flutter. FAA Spokeswoman Laura J. Brown added: "The manufacturer already has told owners to check the aileron control cable tensions."
|Cessna 170B tied down at Rockcliffe after the storm|
On Saturday 25 April 2009 the Ottawa area was subject to a fast-moving spring cold front that resulted in high winds, thunderstorms and significant rainfall amounts in some parts of the city. While the Ottawa International Airport seems to have missed most of the weather, Rockcliffe Airport was not so lucky.
The Rockcliffe Flying Club reports that they may have been hit by a tornado that left at least "18 aircraft damaged, 10 probably written off". Two club aircraft were damaged, with at least one written off. The large willow tree fell onto the clubhouse roof.
By Sunday 26 April 2009 the airport was once again open after club members responded to a call for assistance cleaning up. Repairing aircraft will take much longer.
Flightworks has commenced planning for the 2009 Classic Air Rallye in cooperation with the Canada Aviation Museum and Vintage Wings of Canada. The event is scheduled to be held at Rockcliffe Airport on 29-30 August 2009.
The Classic Air Rallye is the airshow where the public can see classic aircraft mixed with warbirds along with WWII re-enactors, vehicles and classic cars. Again in 2009 the museum will be open both days to show its collection and will open the new storage hangar where rare aircraft are kept until they are ready to be worked on.
The event expects to draw a great variety of aircraft including Vintage Wings of Canada's collection such as the Spitfire and Hawker Hurricane, Corsair, P-51 Mustang , F-86 Sabre along with lots of classic Pipers, Cessnas, Seabees, Stinsons, Fleet Canucks, Ercoupe, Aeroncas, Stearmans, Chipmunks, Harvards, Tiger Moth, Yaks, FW-149s, C-45s, L-39 Albatross, Wirraway, North American Yale and CJ-6 Nanchang. There will be over 75 aircraft on display.
Flightworks website will be updated soon with 2008 photos and reviews.
Anyone interested in displaying an aircraft at this year's event should contact Michel Côté Home: 819-684-9160 Work: 819-956-0728 Cell: 819-635-2727
Transport Canada has just released their newest version of the Aeronautical Information Manual on 09 April 2009.
The AIM replaced the old Transport Canada AIP a number of years ago. The AIP was a paper publication, with amendments issued six, and later four, times a year. That meant to keep it up to date you had to spend hours inserting new pages and removing old pages. On top of that the old AIP wasn't well indexed either, making it hard to find information.
The new PDF format AIM is a great improvement: no amendments to do, just download a new copy every six months. The new electronic publication is easy to search for information in, too.
On behalf of the Calgary Convention Committee, representing five local COPA Flights, please let me extend a warm welcome and invitation to attend the GA flight event of 2009 in Calgary July 17-19.
Springbank Airport (CYBW) will host the Centennial of Powered flight and our annual convention with national pride and western hospitality. We want flying enthusiasts from across the country to join us!
Please read the convention package and register early for the festivities. Watch the COPA newspaper and convention webpage for continuing developments.
Fly-ins arrivals are encouraged, but we have also made preferred arrangements with WestJet and Budget for those travelling by airline. See the information package for complete information.
Please join us for the celebration a hundred years in the making! Volunteers are also welcome . . . just let us know you are interested.
Contact: Bill Beaton COPA 2009 Convention Chair, COPA Director, Alberta & NWT 403-531-9722 e-mail
Just coming out of an "extreme makeover" the Canada Aviation Museum at Rockcliffe is set to expand next.
Stephen Quick, the Associate Director-General of the museum, explains:
"Aviation is embedded in the fabric of the Canadian experience, but currently we look like a hangar for aircraft rather than a museum. The purpose of this expansion is to show to the visitor to Ottawa that we are really a museum. When you come into the museum, it will have what we call a 'wow factor'. You begin your experience as you enter the door."
The $7 million expansion will add 2,600 square metres, 18 per cent more space, with construction starting in May 2009 and finishing in the fall of 2010.
The construction will include new:
These sort of good public works are exactly what is needed in this recession to get the country working and improve public infrastructure, like our national aviation museum, at the same time.
This year will see some important dates that will change how you fly. You may want to write these down so you don't miss them!
1 February 2009 - This is the day that the COSPAS/SARSAT satellites will no longer be listening to the 121.5 MHz and 243.0 MHz ELT frequencies. That means if you have only an ELT that transmits on those frequencies after that date and you have an accident in a remote area that your ELT will only be heard by overflying aircraft and only by chance. After that date the only satellite-monitored international frequency will be 406 MHz. Due to regulatory delays, proroguing of parliament and other administrative factors, light aircraft are not yet legally required to re-equip with 406 MHz ELTs, but will be soon in most cases.
Read Update on 406 ELTs – Our Sector Must Equip By Kevin Psutka for complete details.
Between now and the end of January you may want to ask yourself a more practical question - regardless of the regulations that are waiting to be passed, after the end of January 2009 how will you summon help if you need it? Do you have:
18 May 2009 - This is the day that the new US border crossing notification rules come into effect. These require you to notify US Customs and Border Protection on-line before you leave for the US by light aircraft and receive a return clearance to travel. The penalty for getting it wrong is USD$5000 the first time and USD$10000 the second time, with a possible jail sentence as well.
You will want to read US CBP Releases Final Rule for Electronic Manifest Requirements - COPA Succeeds in Effecting Important Changes By John Quarterman well before you leave for Oshkosh this year!
You will also have to register on the new US Customs and Border Protection website at https://eapis.cbp.dhs.gov/ well before you plan to travel and learn how to use the website correctly.
What do you do if you don't have internet access or don't use a computer? Simple: you don't fly to the USA!
Fasten your seat belts and get ready to laugh. Writer and humourist Garth Wallace is coming to speak to COPA Flight 8 at the Ottawa Flying Club (map) on 22 April 2009 at 7:30 pm and will bring his fun stories about the up and down life of being a flying instructor.
Garth is from St. Catharines, Ontario where a Fleet Canuck taught him how to fly in 1964. After high school, he studied Aerospace Engineering at Ryerson in Toronto long enough to know that he should never fly anything that he helped design or build.
Since then Garth has been an instructor, bush pilot, charter pilot and corporate pilot. He is also well-known as a contributor to Canadian Aviation magazine and was an assistant editor at MacLean-Hunter. Between 1994 and 2002, Garth was the publisher of COPA Flight, Canada's most widely read aviation publication.
It was during his flying years that Garth met the fun characters and survived the hilarious experiences that are the basis for his eleven books. Plan to come out to the next COPA Flight 8 meeting to hear all about it.
There will be an aviation safety seminar organized by COPA Flight 70 Oshawa held on 09 May 2009 at the Oshawa Airport.
All pilots are invited to fly-in and attend.
Here are the details:
Pioneering aviator Lorna deBlicquy died peacefully at age 77 on Saturday 21 March 2009.
Her daughter Elaine deBlicquy reported that "She had been doing quite well recently and was reading, as she usually did, voraciously. She had dinner...and sat down in a chair overlooking Lake Simcoe where she just "went to sleep"."
Lorna deBlicquy spent her life flying and fighting for women's rights, particularly in the field of aviation. She learned to fly at the Atlas Aviation Flying School in Ottawa and soloed a J-3 Cub at age 15. She became Canada's first woman parachutist a year later and also the youngest person to parachute jump at the same time.
She found flying jobs hard to come by in the 1950s in Canada as most employers would not hire "girl pilots", but through perseverance she instructed flying and did bush flying, as well as becoming a glider and helicopter pilot. She also flew DC-3s and Twin Otters, including in famine relief in Ethiopia in 1986.
Lorna became very well known in Canada for her outspoken approach to gender equality in aviation, writing many letters, being interviewed for newspapers and on radio as well. She became the first female Transport Canada inspector in 1977
Lorna was an honourary life member of both the Ninety-Nines and the Ottawa Flying Club. She was also a member of the women's helicopter association (The Whirly Girls) and COPA. She served on many advisory committees, including those of the Canada Aviation Museum, Algonquin College and the Air Transport Association of Canada.
Lorna won many awards and tokens of recognition for her work, including a Ninety-Nines Amelia Earhart Scholarship, Outstanding Contribution to the Science and Technology Museums, Ninety Nines Award of Merit, The Trans-Canada - McKee Trophy, an FAI Diploma, The Order of Ontario, The Order of Canada, was admitted to International Women in Aviation's Pioneer Hall of Fame and the "Person’s Award" for women who fought for equality.
Lorna deBlicquy and her longtime aviation friend Felicity McKendry addressed a joint meeting of COPA Flight 8, the Eastern Canada Chapter of the 99s, EAA Chapter 245 and several other associations at the Canada Aviation Museum on 22 March 2006 , a talk that will be remembered for a long time by those in attendance. An account of the presentation written by Ruth Merkis-Hunt is available in COPA Flight 8's Recent Events.
As local pilot Bob Berthelet aptly put it, "I know she will be missed by us all."
GREENBANK, Ontario – March 20, 2009 – Greenbank Airport is pleased to announce the appointment of Mr. Larry Bonehill as its new Manager.
Larry is an independent businessman from Uxbridge who has been involved in general aviation for 24 years. As a Cessna 172 owner he understands the challenges and joys of being a private pilot.
"I am pleased to accept the challenge of managing the Greenbank Airport to serve aviators in our area," explains Mr. Bonehill. "We look forward to continuing the advancement of services delivered by the airport and most importantly building upon our reputation as a welcoming airport!"
Owners Micky and Dorothy Jovkovic have made important improvements to the airport since purchasing it 5 years ago until Micky's final journey last summer.
Dorothy Jovkovic continues to operate their family business, Uxbridge Travel, while the airport was professionally managed by an interim operations team of qualified pilots and volunteers under the leadership of Craig McLaren, a passionate Cessna 206 amphib owner who was based at Greenbank.
"I am so grateful to the volunteer group for their dedication to safety and the magnificent way they took over the operations," explains Dorothy, Owner. "We ended the year with the airport in its finest condition since we purchased it. And we are thrilled to have Larry here to ensure the new season at the airport begins with the same high standards."
Greenbank Airport is a jewel in the aviation community and is located in North Durham Region, in the vortex of three Municipalities, Scugog, Uxbridge and Brock.
COPA indicated on 25 February 2009 that the COPA e-NewsFlash has been discontinued and will be replaced at some point in the future with a new newsletter.
In the meantime the collection of old NewsFlashes from 2007 and 2008 can be found on the COPA website.
To read the NewsFlashes you will need a PDF reader. We recommend:
These are both very small downloads and both open much faster than competitive PDF readers.
COPA officially announced the commencement of the new "COPA For Kids" program on 11 February 2009, in time for planning for the 2009 flying season.
COPA was part of the EAA Young Eagles program since its inception in 1992. COPA participation was ended on 31 May 2008 due to unsolvable requirements for COPA to provide insurance coverage for EAA's liability for the Canadian portion of the program. Design work on a replacement program was commenced right away by COPA's John Quarterman and recently completed by COPA VP Patrick Gilligan.
COPA President Kevin Psutka announced the program:
"The COPA For Kids Aviation Program has been inspired by Young Eagles but is not associated in any way with Young Eagles or the EAA. I am pleased that the EAA will continue the Young Eagles program through its Canadian Chapters. With our two programs in place, we can maximize the opportunity for kids to experience the thrill of flight."
For complete information:
The sole flight school at Carp Airport has closed.
Carp Flying Academy opened to great fanfare on 21 January 2006. Owner Jennifer E. Putinski announced the closure of the school in a website posting dated 18 November 2008. Putinski cited a number of factors, including "business and economic factors as well as weather".
Due to climate change, 2008 has been noted as a year that had a great deal of low cloud and poor visibility as well as large quantities of snow.
Carp Flying Academy will be sorely missed in the Ottawa aviation scene. The school provided a first class flight training experience on new Diamond DA20-C1 Eclipses from Carp Airport, a location very close to the Ottawa practice area that minimized transit time. Of their two Diamond DA20-C1s, one has already been sold to a private buyer.
Nick Wolochatiuk, who presented his TriviAir game at the COPA Flight 8 meeting on 28 March 2007, has two presentations coming up in eastern Ontario that you may want to attend:
At 7:00 PM Tuesday February 24, 2009, Nick Wolochatiuk will be giving a slide-illustrated presentation about the 2005 cross-Canada bicycling and hitchhiking adventure that took Keesha (a.k.a "TLWD", The Little White Dog) and her constant companion (a.k.a 'Nick') from Vancouver Island to St. John's, Newfoundland. It will take place at the Williamstown Library. Information: (613) 347-3160 or email@example.com. Of course, "TLWD" will be there. I hope you'll be there too.
How does Nick Wolochatiuk get to fly in over 294 different types of aircraft? You don't have to be interested in aviation to come to this slide presentation. It's about people, photography, barter, travel and chutzpah. This event will take place at the Arbor Gallery, 36 Home Avenue, Vankleek Hill, Ontario on Saturday March 7, 2009 at 7:30 pm. Information: (613) 347-3160 or firstname.lastname@example.org.
Saturday the 21 February will feature a Canadian Centennial of Flight commemorative event as part of the third and final weekend of Winterlude in Ottawa.
During the closing weekend, Flightworks will present, Centennial Wings over the Capital. The event will include a fly-by of about 30 aircraft over the Rideau Canal Skateway including:
The event is scheduled to begin at 1300 hrs, subject to suitable weather.
In the event of inclement weather the fly-past will take place Sunday 22 February. The aircraft will overfly the canal beginning at Dow's Lake where the Centennial of Flight (Air Force) kiosk will be set up and will finish at Jacques Cartier Park.
Like most aviation seminars this one includes some interesting events such as:
The differences are that all attendees have a chance to win 2 tickets anywhere WestJet flies and that all proceeds for the seminar will go to support Hope Air, the national charity that helps Canadians get to medical treatment when they cannot afford the flight costs.
US President Barack Obama will visit Ottawa on Thursday, 19 February 2009 and that means flight restrictions will be in place.
A new replacement NOTAM has been issued as of 18 February 2009 and it says:
090081 CYOW OTTAWA/MACDONALD CARTIER INTL PART 1 OF 2
CYOW DESIGNATED AIRSPACE HANDBOOK IS AMENDED AS FOLLOWS:
1) CYR537, PARLIAMENT HILL ON, REVISED TO READ: CLASS F RESTRICTED AIRSPACE IS ESTABLISHED WITHIN THE AREA BOUNDED BY 12 NM RADIUS OF 452529N 754159W (PARLIAMENT HILL), SFC TO 12,500 FT MSL. NO PERSON SHALL OPR AN ACFT WITHIN THE AREA EXC FOR STATE ACFT, MIL, POLICE OPS, REGULARLY SKED COMMERCIAL PASSENGER AND CARGO CARRIERS, EMERG OR HUMANITARIAN FLT AUTH BY ATC. FOR AUTH ACFT OPR WITHIN CYR537, THE OPR RULES FOR EXISTING AIRSPACE APPLY. DLA MAY BE ANTICIPATED. 0902191545/0902192210.
2) CYR539, OTTAWA ON, CLASS F RESTRICTED AIRSPACE IS ESTABLISHED WITHIN THE AREA BOUNDED BY 10 NM RADIUS OF 451921N 754009W (OTTAWA/MACDONALD-CARTIER INTL), SFC TO 12,500 FT MSL. NO PERSON SHALL OPR AN ACFT WITHIN THE AREA DESCRIBED EXC FOR STATE ACFT, MIL, POLICE OPS, EMERG OR HUMANITARIAN FLT AUTH BY RCMP AT 1-888-420-7958. FOR AUTH ACFT OPR WITHIN CYR539, THE OPR RULES FOR EXISTING AIRSPACE APPLY. 0902191515/0902191545 AND 0902192210/0902192255.
3) CYR540, OTTAWA ON, CLASS F RESTRICTED AIRSPACE IS ESTABLISHED WITHIN THE AREA BOUNDED BY 30 NM RADIUS OF 451921N 754009W (OTTAWA/MACDONALD-CARTIER INTL) EXCLUDING CYR537 AND CYR539. SFC TO 12,500 FT MSL. NO PERSON SHALL OPR AN ACFT WITHIN THE AREA DESCRIBED EXC FOR STATE ACFT, MIL AND POLICE OPS, REGULARLY SKED COMMERCIAL PASSENGER, CARGO CARRIERS, EMERG OR HUMANITARIAN FLT. FOR MIL AND POLICE ACFT OPR WITHIN CYR540, THE OPR RULES FOR CLASS G AIRSPACE APPLY. FOR OTHER ACFT LISTED ABV, OPR WITHIN CYR540, THE RULES FOR EXISTING AIRSPACE APPLY.
090081 CYOW OTTAWA/MACDONALD CARTIER INTL PART 2 OF 2
OPR PROC FOR ALL OTHER ACFT ENTERING, EXITING OR TRANSITING THROUGH CYR540 AUTH BY ATC SHALL:
-PRIOR TO FLT PLANNING INTO CYR540, HAVE AN AUTH NUMBER OBTAINED FM THE RCMP 613-949-1737, 18 FEB 1300 TO 2100, OR 1-888-420-7958, 19 FEB 1200 TO 2300. THE REQUEST WILL INCLUDE THE NAMES AND BIRTHDAYS OF ALL PERSONS ONBOARD.
-HAVE FLT PLAN WITH AUTH NUMBER IN THE REMARKS SECTION IN ORDER TO OBTAIN CLEARANCE TO OPR WITHIN CYR540.
-BE ON AN ACTIVE IFR OR VFR FLT PLAN WITH A DISCRETE CODE ASSIGNED BY ATC 1-866-541-4105 AND SQUAWK THE DISCRETE CODE PRIOR TO DEP AND AT ALL TIMES WHILE OPR WITHIN CYR540.
-REMAIN IN TWO-WAY RDO COM AT ALL TIMES WITH ATC.
-ACFT DEP FM AN AD WITHIN CYR540, MUST ESTABLISH AND MAINTAIN, AS SOON AS POSSIBLE, TWO WAY RDO COM WITH ATC.
-PRIOR TO ENTERING CYR540, ACFT MUST ESTABLISH AND MAINTAIN TWO WAY RDO COM WITH OTTAWA TML 127.7.
-ACFT ARR OR DEP LOCAL AD WITHIN CYR540 AND AUTH ACFT TRANSITING THROUGH CYR540, REQUIRE AUTH FM OTTAWA TML FRQ 127.7. DLA MAY BE ANTICIPATED. 0902191500 TIL 0902192300
Ensure that you check NOTAMS for changes and updates to get the latest on restrictions and plan your flying accordingly.
COPA Flight 8's 28 January 2009 meeting is Flying in Australia - Realities for 2009 presented by Clare McEwan of Air Safaris International. He explains the presentation:
This bonza presentation is both a travelogue and an information session. It will focus on what you can expect when vacationing and flying in Australia. For example:
It will include many excellent photos from the numerous air safaris that have taken place; designed to mentally transport you from the January cold of Canada to hot, sunny Australia.
So come and escape to Australia for an evening. You will even be able to try playing the didgeridoo if you are so moved! And that’s the fair dinkum truth.
Everyone is welcome to attend!
COPA HQ staff member and Flight 8 regular John Quarterman ended his employment at COPA at the end of December 2008.
John was hired as COPA's Manager, Member Assistance and Programs and started work there on 4 September 2007. During his 16 months at COPA he was responsible for Young Eagles, the COPA Guides, many Transport Canada CARAC meetings, trade shows, COPA Flights, the COPA-Marsh insurance program and writing articles for the COPA Flight newspaper, among many other responsibilities. Many COPA members will know John from his duties answering members' telephone and e-mail inquiries and for his special expertise on cross-border issues.
John was on a sabbatical from his previous employer, General Dynamics Canada and has decided at the end of the sabbatical period to return to General Dynamics, where he will be working on defence projects.
The members of Flight 8 would like to wish John well back at General Dynamics and we hope to see him at some of our meetings in 2009!
COPA has indicated that John's position will not be filled and that his duties will be assumed by other existing staff members.
The previous 21st century record for growth in the Canadian private civil aircraft fleet was set in 2005 when growth was recorded as 2.8%, but that record fell in 2008 when growth hit an amazing 3.2%. The private fleet increased by 803 aircraft to a record high of 25,859 over the course of 2008. In the previous record year, 2005, the fleet had added 648 aircraft making 2008 a 24% bigger year for private aircraft fleet growth.
It will come as no surprise that certified aircraft were the leaders in the private fleet surge this past year, as they have been for the past few years. A total of 299 certified aircraft joined the fleet, including 203 airplanes, 89 helicopters, three gliders and four balloons. All told certified aircraft accounted for 37% of the growth seen in 2008. The total number of Private certified aircraft was 15,336 at the end of 2008.
The second quickest growing area of private aviation was BULAs, which added 189 new aircraft or 24% of the growth seen. These included 188 single-engined ultralights and one twin. There were 4945 BULAS at year end.
The amateur-builts were in the number three slot, adding 134 aircraft, including 132 fixed wing airplanes and three helicopters, while one gyroplane was removed from the register. Amateur-builts were 17% of the aircraft added to the fleet in 2008. Amateur builts now number 3510 in Canada and include fixed wing airplanes, helicopters, gilders, gyroplanes, balloons, airships and even one ornithopter.
AULAs were in fourth place, increasing their numbers by 51 airplanes over the year. By category definition AULAs are all fixed wing aircraft. Their increased numbers accounted for 6% of the fleet growth and brought the total number of AULAs on the register to 1040, topping one thousand for the first time. Of interest, the category was introduced in 1991 and so it took 17 years to hit that 1000 aircraft mark, for an average of 61 AULAs added per year.
The O-M category saw very little growth in 2008, adding only 35 aircraft and bringing their numbers to 456 in total. The category now has 444 airplanes and 12 gliders. This category is mostly suffering from a lack of interest ever since the FAA stated that these aircraft will never be allowed to be flown in US airspace or sold in the USA.
The commercial aircraft fleet saw a year of strong growth in 2008 as well, increasing by 3.72% or 244 aircraft and hitting a total of 6801 aircraft. The increase included 161 airplanes, 82 helicopters and one balloon.
The state fleet is made up of those aircraft owned by various levels of government and it stayed completely even in 2008 at 273 aircraft, the same as in 2007.
The private fleet now makes up 79% of the aircraft in Canada, the same as it did in 2007, with the commercial fleet at 21% and the state fleet at 0.8%.
It would be understatement to say that 2008 was an economically volatile year. It started with the Canadian dollar at 85 US cents and ended with it at about 80 US cents, but over the summer, while oil prices skyrocketed to US$147 per barrel, the Canadian dollar hit $1.10 having gone up 25% in a few months. Asking prices for used Canadian aircraft failed to keep up and many buyers reported that Canadian aircraft for sale were significantly over-priced compared to US asking prices for the same make and model. A summer spot check of Canadian and US asking prices showed that the benchmark US Cessna 150s were typically selling for half the Canadian asking prices. This made US aircraft a bargain for Canadians and the summer of 2008 saw over a hundred aircraft per month imported.
Late in the year the US mortgage crisis blew up, the stock market crashed, loans became hard to get, the Canadian dollar and oil prices fell quickly and aircraft imports into Canada quickly dropped off to less than half their summer levels. There are still many bargains to be had in the used aircraft market , especially in the USA, as owners try to sell aircraft in record numbers, causing prices to fall. As an example, by year-end many Cessna 150s could be found south of the border with low time engines, recent paint and asking prices in the US$14,000-$19,000 range.
Given the economic forecasts for a continued recession through 2009/10 this means that used aircraft prices will likely trend even lower, making this a very good time to buy an aircraft, especially while gasoline remains at record low real prices, at least for now.
Note: Data for this report was taken from the Transport Canada Civil Aircraft Register and reflects the difference between the number of aircraft registered in Canada on 31 December 2007 and 31 December 2008. These statistics reflect the net number of aircraft built and imported, minus the number destroyed, scrapped and exported. Just because an aircraft is registered in Canada does not mean it is being flown and therefore the number of registered aircraft should not be confused with the amount of flying activity.
7 January 2009 - 2008 turned out to be a spectacular year for global economics as the world felt the effects of the US mortgage meltdown, the subsequent stock market crash, credit crisis and the beginning of the recession.
The recession had been looming all through 2007, but until the last three months of 2008 most economists felt it would be short and mild in nature. With the events of October 2008 economists all now disagree how deep and how long the recession will be although all do agree it will be a serious one, with comparisons ranging from the recession of 1981 to the sack of Rome in August 410 by the Goths under Alaric. Even the most optimistic seem to think we are in for a contracting economy until the end of 2010.
Of course in economically difficult times new aircraft purchases are often the first things that companies and individuals decide to put off and most existing aircraft manufacturers have taken some measures to deal with the reduced sales that they have all felt. Prudent business practice indicates that shrinking your manufacturing output to the size of the economy makes good sense.
Here in the first week of January 2009 it seems like a good opportunity to catalogue how some of the light aircraft manufacturers who have made announcements are doing in these challenging times.
This company ceased operation on 11 February 2008 and a Colorado bankruptcy court approved the sale of the company to Russian-backed AAI Acquisition Inc on 11 April 2008. AAI had positive plans for its new company, including finishing certification of the A700 very light jet (VLJ). Given the poor market for piston aircraft, the new management decided to not produce any more of the A500 centre line thrust twins and also not to provide parts support for the five A500s already in customers' hands. By the middle of 2008 they had 230 employees back at work at their Centennial Airport facility near Denver. In October 2008 they had reduced staff to just 30 engineers and indicated that management would take a hard look at economic conditions before deciding on a new schedule for certifying the A700.
The Cessna division of conglomerate Textron produced more light aircraft than anyone else in 2007 and started 2008 with a strong order book. By November the company indicated that Citation production would be reduced, although piston and turboprop sales to businesses were still strong. Later in November 2008 Cessna announced the lay-off of 500 employees at their Wichita Citation production line and 165 lay-offs at their Bend, Oregon facility. Bend is the former location of Columbia aircraft, where the Cessna 350 and 400 are built.
Cessna has indicated that they will not be ceasing development of the 162 Skycatcher light sport aircraft saying that they want to be well positioned for the economic recovery when it occurs.
Update 02 Feb 09: In January 2009 Cessna announced that there would be an additional 2,000 layoffs, bringing the total to 4,600. The job cuts included a further 120 at the Bend, Oregon facility reducing the plant that builds the Cessna 350 and 400 to less than half the number of workers that it had when Cessna bought it. Other cuts announced included 200 people at the Independence, Kansas plant that builds the single-engine piston designs and the Mustang, reducing that facility to 1300 workers. Cessna has now laid off about 31% of their workforce.
Cirrus design is 58% owned by Arcapita, the US arm of the First Islamic Investment Bank of Bahrain. The company said in October that, due to excess inventory and reduced demand, they would cut their work week to three days. CEO Alan Klapmeier stated that sales were down 10% over the same time the previous year, but that the company was doing better than the industry average of a sales reduction of 16%. The company also delayed development of their Light Sport offering, the Cirrus SRS based on the German FK-14 Polaris, while continuing the development schedule of their SJ50 Vision jet design.
Cirrus shut down their whole manufacturing operation over Christmas 2008 for a month and in January began a slow restart with the aim of producing eight aircraft a week, which is half of their capacity.
Update 16 Feb 09: In early February the company's new CEO, Brent Wouters, indicated that the future of the company will likely be decided by the Cirrus Vision SJ50 jet. Production of Cirrus's piston single-engine SR-series has fallen to just four aircraft per week from its 2008 rate of 16 per week and Wouters characterized demand for new aircraft as "awful". He also added "We are increasing our focus on the jet, because that is going to be our future engine for growth in my estimation."
Putting its own spin on the downturn, Diamond Aircraft announced its own "economic stimulus" package on 17 November 2008, promoting the DA-40 Diamond Star as "fiscally-responsible". They offered customers who purchased a DA-40 before the end of the year free maintenance, insurance, fuel and flight training for the first year of operation, a package they valued at US$13,250.
Over Christmas Diamond sent out lay-off notices to 100 of its 700 Wiener Neustadt, Austria staff, although the larger London, Ontario plant seems to have escaped lay-offs so far.
After delivering their 259th aircraft, very light jet maker Eclipse Aviation entered bankruptcy on 25 November 2008, with US$1B in liabilities. The company's assets are being auctioned by a Delaware bankruptcy court on 14 January 2009, with the leading bidder a subsidiary of their largest shareholder, ETIRC Aviation.
Update 3 March 09: The Eclipse auction was cancelled due to there being only one bidder, EclipseJet Aviation International, owned by ETIRC Aviation. EAI was awarded the assets of the company for USD$28M in cash and USD$160M in new notes, but could not come up with the money and was unable to complete the court-approved purchase. The old company ran through its bridge financing, the doors were closed and all employees terminated. The Chapter 11 bankruptcy then was converted to a Chapter 7 liquidation sale of the assets.
Grob is a light aircraft and glider manufacturer, VLJ developer and aerospace subcontractor to Bombardier, building their Learjet 85 prototype. On 18 August 2008, Grob Aerospace was declared insolvent, mostly due to the cost of certifying their own VLJ project, the Spn. In December there were two buyers for the company, Munich-based H3 Aerospace and Guizhou Aircraft Industry Corporation of China, both offering US$4.5M for the company.
This company which builds aircraft that range all the way from the Bonanza and Baron light aircraft right up to the Hawker biz jets has warned its employees to be ready to "fasten their seatbelts", but no specific measures have been announced yet. Being a very diverse company they are probably better able to weather this storm than some of the smaller single-product manufacturers.
Update 04 Feb 09: On February 3rd the company announced the second of two rounds of lay-offs totalling 2790 employees or 28% of its workforce. Hawker Beechcraft is carrying a very high debt load of just under USD$2.4 billion and pays $190 million per year in interest payments, or more than $500,000 a day.
Liberty produces the two-seat XL2 trainer and touring aircraft that was based on the Europa kit plane. The company is 75% owned by Kuwait Finance House and has established itself with its manufacturing facility and headquarters in Melbourne, Florida. They started delivering customer XL2s from there in 2006. In April 2008 they announced that they were moving their manufacturing facility to Romania and that 180 employees would lose their jobs, although the company headquarters will remain in Florida.
After the successful efforts of corporate turnaround specialist CEO Gretchen Jahn between 2004-06 Mooney started the year with a strong stable of aircraft models and the world's fastest single engine piston plane M20TN Acclaim. But on 16 June 2008 then CEO Dennis Ferguson stated that they would lay-off 60 employees and cut production from eight to five aircraft per month, blaming high fuel prices and the weak economy for hurting sales. The company got a new CEO, Robert Gowens, in September 2008. On 5 November 2008 Mooney halted all production and laid off 229 of its 320 employees. This was followed by a third round of lay-offs in December 2008 when the workforce was cut to just 50 people. That last round of lay-offs failed to meet Texas state notification requirements, but the company stated that it was caught and could not "predict this sudden collapse in demand". The company still had 25 unsold aircraft on its ramp at year end.
Piper Aircraft is in the middle of developing its PiperJet VLJ to add to its extensive line of piston singles and twins. The company claims that it had a successful year in 2008, but given the state of the economy it has decided to delay accepting US$10M in government incentives that would have required it to hire 400 new employees to build the PiperJet by 2012. The same incentives would have required the company to retain a minimum of 1417 employees through 2015. The company indicated that it needs the flexibility to react to the economic circumstances and the incentive requirements didn't give that required flexibility.
Update 15 Feb 09: In February 2009 Piper announced that it was immediately laying off an additional 300 workers without notice and that the 650 remaining workers would be given unpaid weeks off in April and July when the factory will shut down to reduce the unsold aircraft inventory backlog.
Seawind suffered a setback on 16 August 2007 when the sole certification prototype crashed in Manitoba, killing the test pilot. Since then company president Dick Silva has said that he intends to continue to pursue certifying the Seawind 300C. In his most recent announcement, made in September 2008, he was still seeking US$800,000 in investment to continue.
Socata of France used to produce the well-respected "Caribbean line" of single engined light aircraft, including the fixed-gear Tobago, Tampico and the retractable Trinidad. They even own the rights to the Grumman Cougar light twin, although they have never produced any of that design. They ceased all production of piston-engined aircraft in 2005 and have concentrated on the turbine-powered TBM 700 and TBM 850 since then.
Symphony Aircraft Industries, headquartered in Trois-Rivières, Quebec, filed for bankruptcy in June 2006. On February 3, 2008 the former lead investor, Lou Simons, indicated that he was pursuing restarting the company. His plan at that time was to put the Symphony SA-160 back into production at a rate of 80 aircraft a year, under a new venture, North American Factory for Technologically Advanced Aircraft (NAFTAA).
Grumman American, Gulfstream American and American General Aviation Corporation all had their turns manufacturing the AA-5B/AG-5B Tiger. After American General ceased production and went out of business in 1993, a fourth company picked up the torch and put the Grumman Tiger back into production in 2001. Tiger Aircraft was based in Martinsburg, West Virginia and produced just 51 Tigers before it declared bankruptcy in January 2007. The company's assets were bought up by True Flight Aerospace, headed by Kevin Lancaster, on 2 August 2007. True Flight announced in November 2007 that it would build a new plant in Valdosta, Georgia and had a display at Sun 'n Fun in 2008. As of July 2008 they were still seeking the necessary investments to get the operation up and running and become the fifth company to build Grumman Tigers.
As is evident in this review of some of the world's light plane manufacturers, most are making adjustments to their business plans to account for the economic situation that will be with us for the next while. Some companies are obviously better positioned than others to survive. Historically serious recessions have seen a weeding out of the weak players in all industries, but especially in aviation, leaving only the stronger companies to benefit from the better economic times in the future.
There are recent developments in the battle to implement 406 MHz ELTs in Canada as a result of a meeting held on 11 December 2008, between COPA, The Department of National Defence and Transport Canada.
The adoption of 406 ELTs has been widely opposed by aircraft owners, but Transport Canada and the Department of National Defence have been equally committed to forcing aircraft owners to buy the expensive devices.
The proposed rules will affect not just Canadian pilots and aircraft owners, but any owners and crews of aircraft that will fly in Canadian airspace, including US registered aircraft flying from the lower 48 states to Alaska.
On 12 December 2008 COPA released an update written by COPA President and CEO Kevin Psutka.
The complete text has been posted on the Flight 8 blog, so you can read it and contribute your comments.
NAV CANADA is considering changes to its Air Traffic Services, which includes control towers, Flight Service Stations and Remote Airport Advisory Service. Changes could be as simple as adjusting the hours of service for low demand periods or could be as much as closing facilities or eliminating remote services.
COPA works directly with NAV CANADA on issues such as this one, and we will provide general comments about the need for changes. However, we are not as familiar with the use of the services in any particular location as members would be. So, your input is important.
NAV CANADA, the country’s provider of civil air navigation services, has today released a Discussion Paper on Air Traffic Services Requirements.
The Company is initiating consultation with customers, stakeholders and employees over the next six weeks on what air traffic services are required to support safe and efficient aircraft operations. The focus of discussions will be service requirements at low traffic airports and during low traffic periods of the day at busier airports. No specific level of service proposals are being put forward at this time. We are asking for feedback from customers, stakeholders and employees as to whether the existing level of service is appropriate or whether adjustments are warranted.
Persons wishing to be identified as stakeholders for this consultation are invited to notify NAV CANADA. Additionally, persons interested in making representations with regard to the Discussion Paper may do so by email to email@example.com or by writing to the following address prior to January 16, 2009.
Manager, Level of Service and Aeronautical Studies
ANS Service Design
77 Metcalfe Street
Ottawa ON K1P 5L6
Fax: (613) 563-5602
Marsh Canada has made some changes to the COPA aviation insurance program for 2009 and most of them are very positive.
These changes include:
More details on these changes are explained in the COPA article on the subject.
In particular Marsh should be congratulated for making their website work with other browsers than IE and operating systems other than Windows. This COPA Flight 8 website currently shows that only 85% of visitors use Windows and that only 68% use Internet Explorer and that these numbers are falling over time.
The Canada Aviation Museum at Rockcliffe was closed for the the entire fall of 2008, but has now reopened.
Canada's foremost aviation museum was closed to the public between 2 September 2008 and 19 November 2008, but has finally reopened. During this time the museum underwent what museum staff called "an extreme makeover". The fall season was chosen for the two and a half month closure because it is traditionally a quiet time for visitors at the museum and yet warm enough to have the huge hangar doors open to move large aircraft in and out.
The Ottawa Citizen orginally reported that the makeover would include regrouping aircraft, moving some aircraft in from the storage building, moving others, like the Dehavilland Vampire jet fighter, onto stands to free up floor space and creating a new exhibit called "Canadian Wings: A Remarkable Century of Flight", celebrating the 100th anniversary of the first flight of the AEA Silver Dart in Canada by JAD McCurdy, 23 February 1909.
The museum is now open, in time for the busy Christmas visiting season. If you haven't been there for a while this would be a good opportunity to see the new displays and lay-out.
The museum has published a new floor plan (693 KB download) so you can see where everything has been moved to.
As in past years, COPA Flight member Dennis Pharoah is offering the opportunity for Flight 8 members to buy Ottawa Senators NHL hockey tickets at discounted prices.
Go to the specially coded page on the Capital Tickets website for complete details on which tickets are available for which games and when.
Effective November 5, 2008 the Canadian aerodrome forecast (TAF) code will be modified to accommodate an extended valid period up to a maximum of 30 hours in compliance with Amendment 74 to ICAO Annex 3. A two-digit date will be added to all times in the TAF valid period and to all times in the change groups throughout the body of the TAF. This modification will apply to all TAF regardless of the length of their valid period.
The intent of this notice is to provide customers with advance notification of this format change in case it is necessary to update terrestrial or airborne aviation systems to receive and display the new TAF code format. Nav Canada will also be issuing an Aviation Notice in advance of the changeover date to ensure that customers are provided with as much notice as possible. Appropriate amendments will also be made to affected NAV CANADA aviation publications.
The following examples illustrate the amended TAF format and provide a description of the modifications to the TAF code.
TAF CYYZ 081 140Z 0812/0918 13015KT P6SM BKN030 TEMPO 0818/0823 17025G4OKT 1SM TSRA OVC020CB BECMG 0823/0901 SCTO15CB BKN020 FM091000 15015KT P6SM SCT030 PROB40 0910/0912 2SM BR RMK NXT FCST BY 081500Z =
TAF CYND 171141Z 1712/1724 VRB03KT P6SM FEW080 BKN210 FM171500 07005KT P6SM SCT020 OVC050 TEMPO 1716/1724 5SM -SHRA BR BKN020 RMK NXT FCST BY 171800Z=
TAF AMD CYYZ 081510Z 0815/0918 13015KT P6SM BKN030 TEMPO 0818/0823 17025G40KT 1SM TSRA OVC020CB BECMG 0823/0901 SCTO15 BKN020 FM091000Z 1501 OKT P6SM SCT030 PROB40 0910/0912 2SM BR RMK NXT FCST BY 081500Z=
TAF AMD CYYZ 0816002 0812/0918 FCST CNL DUE TO NO OBS=
Should you require any additional information related to the new TAF code format, please contact Nav Canada Customer Service at 1-800-876-4693 or by e-mail at firstname.lastname@example.org.
Clare McEwan, who gave a talk to COPA Flight 8 on 26 October 2005 about flying in Australia, recently announced that he is organizing an air tour of Canada for a group of visiting British pilots.
The tour is planned for September 2009 and Canadian pilots are very welcome to participate as well!
Complete information: Itinerary and Map (793 KB download)
Clare also mentioned that a group of pilots from Buttonville, who were on his February 2008 flying tour of Australia, have produced a ten-minute video of their trip:
Some pilots may not have heard that landing fees for light aircraft at the Ottawa (MacDonald-Cartier) International CYOW have been increased to a minimum of $25.
The CYOW Aeronautical Fees and Charges (120 KB download) outlines the Ottawa Macdonald-Cartier International Airport Authority's complete fee policy.
Aircraft up to 21,000 kg (46,305 lbs) are charged $4.05 per 1000 kg gross take-off weight, subject to a $25 minimum charge. This means that any aircraft over 6170 kg (13,611 lbs) will pay more than $25 in landing fees.
Local pilots understand the message transmitted by the landing fee policy of the Ottawa Macdonald-Cartier International Airport Authority: "go away".
For most visitors to Ottawa arriving by light aircraft there is no reason to land at CYOW and incur these ridiculous fees. There are lots of more friendly and landing-fee-free airports in the area. See the Flight 8 list of local airports for alternatives.
Rockcliffe-based Cessna 170 owner Joe Scoles was delayed at the US border on his way to Oshkosh by almost three hours as the US Transportation Security Administration scanned his aircraft and that of his friend's Globe Swift for radioactive instruments.
Scoles says his vintage 170 most likely has radium-illuminated instruments but he was surprised when TSA swept the 170 and Swift with a nuclear detector on entry at Port Huron, Michigan. The TSA official told him his aircraft was just below the limit of detectable radiation allowed in the US and that the aircraft could have been impounded if it was above that limit.
The TSA has been checking aircraft at the border for nuclear material for several years now, looking for terrorist threats. Save yourself a lot of trouble and make sure you know if your aircraft has radium instruments in it before you go to the USA and if so leave it at home.
Have you ever wondered what it is like to fly the famous aircraft of World War Two?
NRC Test pilot Rob Erdos doesn't wonder, he has done it.
Rob regularly flies The Hawker Hurricane and Supermarine Spitfire for Vintage Wings in Gatineau. Recently he got a chance to fly something different, one of the few remaining Messerschmitt Me 109s in the world. This one was a 109E "Emil", the very version of the legendary aircraft that fought against the Spitfire and Hurricane in the Battle of Britain.
COPA Flight 8 is very fortunate to have booked Rob to describe flying the Me 109 at the Flight 8 meeting on 22 October 2008, 1930 hrs at the Ottawa Flying Club Lounge.
Everyone is welcome!
Just a few years ago the small private registered aerodrome at Winchester, Ontario seemed to be on its way to oblivion. There were few aircraft based there and even fewer services.
Then, in January 2007 Chris Adams purchased the property and now operates it under the name Adams Aviation Services with the stated goal to "re-establish it as the busy airport".
Read the Flight 8 Blog to find out more about what is happening at this airport and post your own comments or experiences flying into Winchester.
Local pilot Marc Charron attended the 2008 COPA Convention that was held in St Thomas, Ontario between 11-13 July, 2008.
Marc took lots of photos and has posted them on his Picasa photo page.
Amongst the photos of combines, tractors, grapes, tents and pouring rain there are some airplane photos there, too!
At 14:26NZ on Sunday July 6, 2008 Fleet “Canuck” Model 80 CF-DQM (S/N 65) was the first Canuck to fly in New Zealand – and the first Canuck to fly outside of North America with its original Canadian registration. Other than one in Argentina there is no other Canuck currently flying in the Southern Hemisphere.
The reassembly of DQM began last week and went together reasonably quickly. Its annual inspection was also completed without much difficulty. Darin was at the controls as he performed the first test flight at Rangiora airport (NZRT) – just north of Christchurch. He then completed 5 more circuits – greasing them in if you believe him. It was a nicely overcast day with the sun peeking through occasionally. The winds started at about 10G15 (NZ uses 25kt windsocks) at about 15 degrees off the runway and then settled down nicely.
Then at 15:41NZ Lisa got her chance at the controls with a picture perfect take-off. It is very likely that in the 62-year history of the Canuck, Lisa became the first woman to be pilot-in-command of a Canuck south of the equator. She completed 5 nice landings (which would make our Canuck instructor very proud).
At the end of the day, the total number of landings equaled the number of take-offs. That makes for a great day in any pilot’s logbook.
Next weekend we hope to move DQM from Rangiora to Wigram airfield (the control tower is only about 300 feet from where we are currently living). We look forward to flying all around NZ and taking our friends here (and friends and family who visit) up for some fun flights.
Darin & Lisa's New Zealand flying website is www.bluesideup.aero.
You are invited to fly in to the Oshawa Municipal Airport for the weekend of 20-21 September for this great, city-wide event.
Fly-in and park free at Enterprise Airlines, Oshawa's 24/7 FBO. Call 131.05 MHz when you get to the threshold of Runway 12. They offer a fuel discount, flight planning, light refreshments and prizes. COPA Oshawa Flight 70 will provide a free shuttle to airport south field and nearby venues from 1200–1600 hours.
NavCanada air traffic controllers will assist first-time visitors to the control zone and to airport locations. Flight planning details for the Oshawa airport, including NORDO procedures, may be found in the CFS under "Oshawa". Ultralights are welcome. Check Places to Fly or COPA Flight 70 Oshawa's website for any updates as event date nears.
Your weekend can include any of:
For more information see Heritage Oshawa.
Oshawa Municipal Airport offers all the amenities of larger airports, but folks there will give you a small-town welcome. The modern terminal building at Oshawa Municipal Airport welcomes general aviation visitors. Oshawa Municipal Airport does not charge landing fees to aircraft with a registered maximum gross weight under 2,500 kgs (5513 lbs). Pilots are invited to drop in for a visit and a bite to eat, 0800-1600 hours, Monday to Friday at the Refuelling Station, in the main terminal building.
Update:This fly-in has officially been moved to its rain date of Sunday 7 September, due the remnants of Hurricane Gustav which should make Saturday a rainy day in the area.
I'm a volunteer with AOPA's Airport Support Network here in Maine. Our airport, B19, is threatened with closure in a public referendum slated for this autumn's elections. Airport supporters will host an Airport Open House this Saturday, August 30, to show our public how important an airport is to our community.
Over the years many Quebecers have been welcomed into B19, especially to visit Old Orchard Beach. I'd hate it if Quebec aviators lost this field.
If your organization is capable of our request, would you please forward the attached poster file, along with a short appeal, to Quebec and New Brunswick FBO's and members? If not to inspire those pilots to visit us this Saturday, at least to let them know that while we may live hundreds of miles apart that, certainly, we are all a family of one.
Visit our website for more information.
The Classic Air Rallye is all set for a big third year at Rockcliffe Airport on August 23-24th, 2008.
The Air Rallye is the little air show that features classic aircraft, including World War Two fighters, rather than the usual air show assortment of jet fighters.
The folks at FlightWorks describe their event:
The Classic Air Rallye is a new type of aviation event for Ottawa, bringing together a wide range of classic and historic aircraft from across Canada and the northern US within the unique environment of the Canada Aviation Museum in Ottawa. The gathering provides a forum for pilots and owners to meet and exchange ideas, while providing the public with a rare chance to see up close aircraft from a former age, and meet the pilots. As well as all-day access to the museum, there is in addition the rare opportunity to see the treasures in the Museum's new storage facility.
This year the displays are hoping to include: DH Tiger Moths, DH Fox Moth, Stampe, Harvards, FW-149, Globe Swift, Meyers OTW-160, Seabees, DH Chipmunks, Bucker Jungmann, replica JU-87, Pipers, Aeroncas, Luscombe 8A, Classic Cessnas, PT-17 Stearman, Bellanca Cruisair, Taylorcraft, Stinsons, DH Beavers, Wacos, Pitts Specials, Ercoupe, Pietenpol GN-1, Hawker Seafury, Grumman Widgeon, Beech Staggerwing, Waco Taperwing, P-51, Hawker Hurricane, Spitfire, FG-1 Corsair and more aircraft.
Check out their website for complete information.
Pembroke and Area Airport will be celebrating their 40th Anniversary on August 23, 2008 with a Fly-In BBQ.
The event will be held Saturday August 23rd, 2008 between 1100-1600 hrs, regardless of the weather. Admission will be free and all Ottawa area flyers are invited to attend.
Tentatively scheduled events as part of this celebration include:
This event is being held on the same weekend as the Classic Air Rallye at Rockcliffe (see article below), so plan to attand both events!!
Here is a great event to attend. Best of all everyone and all aircraft types are welcome, you don't have to bring a Comanche to fly-in!
See www.comancheflyin.com for more information!
Here is an event that you won't want to miss!
COPA Flight 129 Southwest New Brunswick, in association with the St. Croix Valley Flying Club, will again serve their famous seafood chowder and blueberry pie, both the fabulous fresh and traditional cooked types.
Come FLY for PIE or drive in and join us for chowder, rolls and pie.
Greenbank Airport owner Miodrog (Micky) Jovkovic was killed on Friday 01 August 2008 when the amateur-built Rans S-6S Coyote II he was flying crashed just outside the boundary of the Greenbank Airport, near Uxbridge, Ontario.
According to reports, the aircraft had suffered an engine problem just after take-off. It impacted the ground and burned, killing both the pilot and passenger Glen Patterson, who was visiting from South Africa.
The S-6S Coyote II that Jovkovic was flying was co-owned with well-known aviator Bill Lishman and had been built by Lishman and Joe Duff in 1996.
Micky operated the Greenbank Airport with his wife Dorothy Jovkovic. The airport is home to several private aircraft and a satellite flight school operated by Durham Flight Centre. Micky was often seen at local aviation events, flying his Coyote. Greenbank Airport has been noted as one of the friendliest airports in the Toronto area, in no small measure because of the efforts made by Micky and Dorothy to make it so.
Micky will be greatly missed by all his friends in the aviation community around Ontario and across Canada. At this sad time our thoughts are with his wife, Dorothy.
After many years in the old building at 75 Albert Street, COPA headquarters is moving on 25 August 2008 to a new office at 7th Floor, 71 Bank Street, Ottawa ON, K1P 5N2.
The new office is just four blocks northwest of the old location and still in downtown Ottawa, close to Parliament Hill, Transport Canada and Nav Canada headquarters.
COPA's telephone numbers, email addresses and website location will all remain the same.
Local Ottawa pilot and Transport Canada Wildlife Biologist Bruce MacKinnon was killed on Sunday 06 July 2008 when the home-built Van's RV-3B he was flying crashed at the Barrie-Orillia (Lake Simcoe Regional Airport)
Media reports indicate that MacKinnon was on a pleasure flight in the area from his home base at Ottawa/Carp airport, flying the Van's RV-3B that he had built and first flown in 2006. He had just made a stop and refueled the aircraft at Lake Simcoe Regional Airport. After take-off he returned to do several touch and go practice landings. During one subsequent touch and go at the Lake Simcoe Airport the single-seater crashed in the infield and burned.
The accident is being investigated by Transport Canada, the Transportation Safety Board and the Ontario Coroner's office. The TSB team is being lead by accident investigator Rae Simpson.
Bruce was well-known amongst Ottawa-area aviators for his quick wit, attention to detail and for the years of work he put into building his meticulous RV-3B, illustrated above. He was a very well-respected member of Transport Canada's HQ staff, serving as Program Manager, Wildlife Control at Tower "C" in Ottawa. As TC's resident wildlife biologist he was a frequent contributor to CARAC proceedings and author of several internationally recognized manuals on managing wildlife problems at airports and in the aviation environment. He also organized the annual Birdstrike conferences.
Bruce will be greatly missed by all his friends in the Ottawa aviation community. At this sad time our thoughts are with his wife and daughter.
Everyone is invited to fly-in, trailer-in or drive-in to the largest Lazair fly-in of 2008. Dale George's Lazair fly-in attracted a record ten Lazair ultralights last year.
This year the event will be held August 1, 2 & 3rd. Special guest will be Lazair designer Dale Kramer, who will be giving a talk about this classic aircraft design and answer questions.
Location is N44 46 35.2 W80 57 53.7
Directions: The airfield is near the hamlet of Big Bay on Hwy 1, which runs from Owen Sound to Wiarton along the coast of Georgian Bay. Take Coles Sideroad south from Hwy 1 about 1 km and you will see the strip, home and hangers on the east side of the road.
For more information contact Dale George at home at 519-534-5572 or his shop at 519-534-1388.
Eileen Vollick was Canada’s first licensed female pilot. On the 100th anniversary of her birth in Wiarton the airport will name their terminal building in her honour.
Plan to fly-in for the celebrations!
Also present will be:
After months of careful planning the much-anticipated COPA Flight 45 Goderich Fly-in of July 19-20, 2008 was thwarted by rain, thunderstorms and finally fog.
This was very unfortunate as Flight 45 had put in lots of work organizing and promoting the event and had lots of food on hand to feed flight crews.
There were thunderstorms all around this area, over towards Hamilton, Toronto and south. Saturday we had three aircraft fly in for lunch from Stoney Creek and Hamilton. No campers. So we enjoyed a great spaghetti supper cooked and eaten by us. Breakfast was the same way. When the fog started rolling down the runway shortly after nine we knew it was over.
Numerous aviation events have suffered a similar fate this year in Ontario where the summer has been very wet. This followed a winter with near-record snow accumulations. The Carp Airshow lost a full day due to rain and fog and even when the skies cleared the site was left mostly flooded.
COPA Flight 45 is throwing another one of their marvelous fly-in weekends. Everyone is invited - so don't miss out!
Plan to make the trip to Goderich for this great weekend get-away.
Further to the previous eNewsFlash announcing that all Young Eagles Flight by COPA flights are to cease May 31st, 2008, this is a further amplification notice to all COPA Flights and COPA members that COPA Flights must not carry out ANY organized group introductory flights of any kind whatsoever.
Even if the flight event is not billed as a Young Eagles Event, it must not take place after May 31st.
COPA has no insurance coverage for group introductory flights of any kind after May 31st, 2008.
Please note that some flights were under the impression that group introductory flights to young people could be continued, so long as the flight events were not affiliated with EAA or Young Eagles. This impression was incorrect. The flights that were planning to continue a COPA group introductory event MUST cease such planning and suspend these events until further notice.
This is a notice to all COPA Flights and COPA members that COPA is awaiting a new agreement from the EAA which is required to continue Young Eagles Flights from June 1, 2008 onwards. Because this agreement has not yet been established, COPA has no choice but to suspend all participation in the Young Eagles program effective June 1, 2008.
Please monitor the front page of the COPA website for either a notice that an agreement has been achieved or a further extension has been granted before you carry out any Young Eagles flights after May 31.
Under no circumstances should COPA Flights carry out Young Eagles Flights under the “COPA Flight” Banner past the current authorization date of May 31, 2008, without confirming that a new extension has been given. Unless this occurs, only EAA members may fly Young Eagles as of June 1, 2008 and COPA accepts no responsibility or liability for these flights.
COPA HQ has hired a new staff member to fill the newly created position of Vice President - Operations.
Patrick Gilligan’s main responsibilities will be to provide assistance to members who have technical, regulatory or other aviation questions. He will also provide support to COPA Flight Editor Michel Hell, COPA website, manage COPA’s membership benefits package as well as represent COPA at certain government and industry committees, conferences and trade shows.
Patrick Gilligan started work at the COPA office on May 5, 2008. He can be reached at email@example.com or 613-236-4901 ext 104.
In a letter to the Transportation Safety Board of Canada dated 12 May 2008, COPA President Kevin Psutka has taken the board to task for claiming that 406 MHz ELTs provide better alerting in crash situations than current ELTs.
In a recent accident report involving a Cessna 172, where the aircraft was inverted and burned, no ELT signal was received. The TSB concluded:
"No emergency locator transmitter (ELT) signals were received because the ELT was destroyed after impact. If the aircraft had been equipped with an ELT model that transmits on the frequency 406 MHz, the emergency signal would have been picked up and relayed instantly to a ground station."
"The finding from this accident misleads readers to believe that for this accident, in which no alert was heard, the outcome would have been better. This statement is unfounded in any fact."
If you are reading this then your have found the new home of COPA Flight 8's website on National Capital FreeNet!
We moved the website from GeoCities to NCF for several reasons:
The additional space means we can now offer older news stories saved here on the new News Archives page and tons of photo galleries restored (see list in the nav bar on this page).
We hope you will enjoy the new "ad-free" Flight 8 website!
I just picked up my mail today and found the usual quarterly mail-out of the Transport Canada Aviation Safety Letter there. That wasn't a surprise, but the volume of junk mail included with it from the National Search and Rescue Secretariat was!
They sent me a pamphlet, a letter and even a bumper sticker, all about why I should be happy to run out to buy a 406 MHz ELT before next February.
The Aviation Safety Letter itself contains an article on the back cover called Goodbye, 121.5: Major Changes Are Coming to the SAR Satellite System on February 1, 2009 by Nancy Lugg, that contains information on how the new 406 MHz ELT rules were created that can be at best described as "inaccurate and misleading". The article makes it sound like COPA, along with all other major aviation industry associations, developed and approved of the solution requiring almost everyone to buy a 406 ELT. In fact TC unilaterally imposed 406 ELTs on the industry without complying with the CARAC regulatory consultation procedures they were required to adhere to.
Before you run out and spend $5000 on a 406 MHz ELT, including hardware and installation, you should know that there is more to the story than NSS or TC is saying and that COPA is fighting the attempt to impose an unsatisfactory solution on aviation in Canada.
Read Political action needed to stop mandated 406 ELTs on the COPA website home page for the rest of the story.
To celebrate the 80th Anniversary of the Ottawa Flying Club, the club has put together a series of events that you won't want to miss.
The first is the 80th Anniversary Wings Dinner on May 14, 2008. The banquet will be at the Cleo Banquet Hall on Cleopatra just off Hunt Club Road. The guest speaker will be Burt Rutan, the designer of SpaceShipOne and the person responsible for more innovations in modern aviation than anyone else. The event will likely be limited to 300 seats, so to attend you will need to book early. Tickets are available from Ottawa Flying Club 613-523-2142 or firstname.lastname@example.org Home Page: www.ofc.ca.
The second major event in the OFC anniversary year is the 50th OFC Fly Day.
Marc Desjardins, the Vice-President of the Ottawa Flying Club, said:
"Fly Day is a charity Fundraiser, for the Ottawa Rotary Home. Every year we fly over 350 people to raise funds for this very worthwhile charity. We use our club planes as well as assistance from private aircraft owners who receive a charitable tax receipt for their time and hours and we pay for the fuel. We normally have 12 to 14 aircraft, but realistically we need 20 or more.
It is interesting to look at which manufacturers are shipping what models of aircraft and how they are doing compared to last year.
Early in the New Year is a great time to do this kind of analysis, because everyone is just publishing their data from the past year. The US-based General Aviation Manufacturers Association (GAMA) is no exception, they have just released their year-end data for all their member companies for 2007. Not all manufacturers of light aircraft are members of GAMA, for instance Zenair's company AMD who build the CH2000 Alarus isn't and neither is Canadian aircraft manufacturer Found Aircraft, who make the BushHawk. But most of the rest of the certified aircraft builders around the world provide data to GAMA and the results are interesting to compare.
For the purposes of this article I am just going to consider the piston-engined aircraft. It is fun to look at the number of Boeing Business Jets delivered, but most COPA members aren't looking to buy an aircraft in that price range ($46 million, each).
Let's look at the companies alphabetically.
In 2006 Adam shipped four A500 centreline thrust twins. In 2007 they shipped just three A500s. That trend wasn't good, but then the company closed its doors on February 11, 2008, so this next year's tally will be worse.
In 2007 this New Zealand-based company, producing versions of the Robin 2000 light aircraft, shipped 13 aircraft, compared to five the year before. That looks like a good trend, but they closed their doors and applied for liquidation on January 23, 2008.
This US-based company produces the Citabria and Scout aircraft designs that trace their roots back to Aeronca and Bellanca. In 2007 they produced 70 aircraft, compared to their 2006 tally of 60 aircraft. Their most popular model continues to be the Super Decathalon 8KCAB which shipped 23 aircraft in 2007. Overall American Champion shipped 17% more aircraft in 2007 over 2006.
Cessna is, of course, the company that has built more aircraft than any other. Their line of jets and Caravan turboprops continues to do well in the marketplace and accounts for the vast majority of their income. Their single engine division is tiny compared to what it was in the 1970s, but they are still producing a market-leading number of light aircraft. Late in 2007 they added the Columbia Aircraft line of singles to their stable, now known as the Cessna 350 and 400 (it was lucky that those model numbers hadn't been used by Cessna before!).
Here is a look at the Cessna piston aircraft shipments by model.
Overall Cessna shipped 807 piston aircraft this year, compared to 865 in 2006, a decrease of 7%. They still produced more piston engined planes than anyone else in 2006 and 2007.
As mentioned Columbia Aircraft was sold to Cessna in November 2007. Prior to that date they shipped 34 model 350s and 118 model 400s. This compared to 39 and 146 for 2006. Hopefully this company will be able to reverse that trend in 2008, now that they are under Cessna management.
Cirrus has been the new company success story in general aviation manufacturing in the last few years, a reputation that they kept up in 2007 when they shipped 710 aircraft. While that was down from the 721 they delivered in 2006 it did make them the second most prolific manufacturer of piston-engined aircraft, after Cessna. The company's total for 2007 included 10 SRVs, 112 SR20s and 588 SR22s. This made the SR22 the most popular single model of piston-powered aircraft in 2007.
Canada's own Diamond Aircraft shipped 471 aircraft in 2007 up from 438 aircraft built in 2006, for a 7% increase in deliveries. Their DA40 Star accounted for 232 deliveries in 2007, with 181 of the twin-engined Twin Stars delivered. The Twin Star certainly seems to have caught the public imagination and is competing well with the SR22 and Cessna 400.
Gippsland of Australia builds a boxy transport called the GA8 AirVan. This utility aircraft is aimed squarely at the commercial operator looking for something like a Cessna Caravan but a bit smaller and cheaper. They shipped 17 GA8s in 2007 compared to 20 in 2006.
Hawker Beechcraft took over production of the previous Raytheon line after acquiring the company on December 21, 2006. The two companies produce the venerable Beech G36 Bonanza and Beech G58 Baron piston aircraft, delivering 73 and 38 respectively in 2007 for a total piston production of 111. This compared to 80 and 38 in 2006 or a total of 118, down 6%.
Liberty builds the sprightly two seat XL2 aircraft in Melbourne, Florida. In 2007 they delivered 38, compared to 29 in 2006 for an increase of 31%.
Maule produces nine different models and sub-models of their line of high-wing STOL piston singles. Their total deliveries in 2007 were 36 aircraft, compared to 38 in 2006, down 5%.
Mooney produced 79 aircraft in 2007, of which 58 were their new M20TN Acclaim turbo-normalized single, which is the fastest single currently in production. In 2006 they produced 75 aircraft, although the Acclaim production was just beginning as that year ended. That means that they increased deliveries by 5%.
Piper produces ten different piston-powered aircraft, plus their Meridian turboprop. The piston line includes:
Overall, an impressive line-up!
In 2007 they shipped 168 piston aircraft. The Meridian is actually their most popular aircraft, followed on the piston side of the house by the PA-32-301R Saratoga. Production of all Piper piston-powered aircraft in 2006 was 189, showing a 13% drop in 2007.
SeaWind did not produce any aircraft in either year. They were in the middle of the certification flight testing of their SeaWind 300C when the prototype crashed on August 16, 2007, killing the test pilot. The company has indicated that it would continue to pursue certification, but needed to hire new staff and raise new funds to complete the work. There is no indication that certification flight testing has continued since then. The company had only flown prototypes and had not entered production, so is not really in the same situation as the other companies here that were actually delivering customer aircraft.
Socata produced their "Caribbean" line of light aircraft until 2005, but have produced no piston aircraft since that year. There was an indication that the production line was to be moved to Romania, but this has not occurred and SOCATA have not indicated what will happen to their piston aircraft in the future.
Another Canadian manufacturer of piston aircraft was Symphony. In 2006 they delivered five aircraft and closed their doors on January 22, 2007, delivering no aircraft last year.
Tiger aircraft was producing the AG-5B Tiger four seat, low-wing single. In 2006 they produced 3 aircraft and then ceased operations in November 2006, filing for bankruptcy in January 2007.
Overall total piston-engined aircraft numbers decreased 3% to 2,675 in 2007, from 2,755 for 2006.
In 2006 there were 15 companies actually producing piston light aircraft. A little more than a year later five of them are bankrupt or no longer building piston-engined aircraft and one had been bought out by another existing manufacturer. At least in Columbia's case their aircraft line will continue to be built by Cessna.
That was quite a year in which we lost 40% of the players on the field!
Of the nine companies still in the certified piston-powered aircraft business at the beginning of 2008 only four saw an increase in aircraft delivered in 2007, while the other five shipped fewer aircraft. Fortunately some of the remaining companies have other profitable lines of work, besides piston aircraft. Companies like Cessna and Hawker, make far more money building jets. For them the piston aircraft business is just a small part of their operation.
With the US economy forecast to slow down over much of 2008 it will be interesting to see how the certified piston aircraft manufacturers fair by the time the 2008 GAMA report is released in early 2009.
The number of private aircraft in Canada continued to grow at a high rate in 2007, as it has done for the past four years.
Growth in the private fleet had been close to 1 percent for many years through the 1990s and early part of this century. In 2004 the fleet broke 2 percent growth, driven by the increasingly strong Canadian dollar and probably by demographic factors as well. The growth rate in 2007 was 2.70 percent, up slightly from the 2.63 percent seen in 2006 and close to the record 2.80 percent seen in 2005.
Imports of aircraft from the US, particularly in the fourth quarter of the year, brought the rates to near record highs as the Canadian dollar peaked at over US$1.10, the most favourable exchange rate since the invention of the airplane. It is likely that the high exchange rate would have driven more imports except that most potential aircraft buyers had probably already purchased an aircraft in the preceding two years.
By the end of the year the total Canadian fleet had grown by 868 aircraft of which 659 were private and 213 commercial. The state aircraft fleet, those civil aircraft owned by the federal, provincial and territorial governments, continued to shrink, shedding 4 aircraft in 2007.
The private fleet currently makes up 79 percent of the 31,886 aircraft registered in Canada.
In examining the growth in the private fleet by category, it is apparent that there were few real surprises in fleet growth in 2007. The trends of the past four years have continued, with the largest growth occurring in the certified aircraft category, with 256 aircraft added to the register, the vast majority of them used aircraft imported from the USA. The number of new aircraft imported continues to be small.
The number of privately owned certified helicopters continues to grow at a very high rate, with 48 added in 2007, increasing their numbers by 10.23 percent. There were a total of 517 privately-owned certified helicopters at the end of 2007. Perhaps the increasing lack of hangarage, fees and problems at smaller airports are driving this growth?
Three new certified privately registered balloons were added in 2007, too.
The category showing the next largest growth was the basic ultralights, with 127 new BULAs added in 2007. This increased their numbers by 2.74 percent over 2006. All but one of these aircraft were single-engined, with a sole twin engined BULA rounding out the numbers. All of these were airplanes, as that is the only type of aircraft permitted the basic ultralight category.
The amateur-built category showed strong growth with 125 aircraft added to their numbers, increasing the amateur-built fleet by 3.84 percent. This consisted of 117 airplanes and 7 helicopters. There were 3376 amateur-builts in Canada at the end of 2007.
Other than the small growth in the amateur-built helicopter numbers, other sub-categories of amateur-built showed very little increase. There was one amateur-built airship and one gyroplane added, while the number of amateur-built gliders decreased by one.
Of interest, the number of four-engined amateur-builts doubled in 2007 to a total of two. Both of them are airships!
The number of advanced ultralights increased by 50 in 2007, which brought their fleet up to 989 total. AULAs are all airplanes, by definition.
Owner-maintenance aircraft continued to grow at a very slow rate again in 2007, with just 33 aircraft moved to that category from certified or imported directly. This category continues to suffer from the fact that they aren't permitted to fly in US airspace and the FAA has given every indication that this situation will not change in time. Many owners are just leaving their aircraft in the certified category. There were a total of 421 O-M aircraft in Canada at year's end.
The commercial aircraft fleet also saw strong growth in 2007, with 213 aircraft added. These were almost evenly split between 104 airplanes and 109 helicopters. Looking at them by weight, 162 commercial aircraft at or below 12,500 lbs were added, plus 51 above that weight. Only two of the new commercial aircraft were four-engined, with 128 single-engined and 83 twins added. Overall the commercial fleet grew by 3.36 percent, which is a higher growth rate than the private fleet saw. The commercial fleet only makes up 21 percent of the aircraft in Canada, dwarfed by the large number of private aircraft.
As has been the trend for several years, the government-owned state aircraft fleet continues to shrink as governments contract out the air services they need, rather than buying aircraft and operating them.
This analysis is based on Transport Canada's Civil Aircraft Register statistics, between 31 December 2006 and 31 December 2007. The increases in aircraft are due to new aircraft being constructed, aircraft converted to a new category (i.e. certified to owner-maintenance), plus those imported. Decreases are due to aircraft being exported, converted to another category or destroyed.
Here is your chance to read about current aviation issues in Ottawa and to have your say on them!
COPA Flight 8 Captain, Mike Shaw, has launched the Flight 8 "On-Line Web Log" or "Blog". This format allows Shaw to post articles of interest to local aviators and then readers can respond instantly with comments of their own on the article. This can lead to useful debates on the subject and even better solutions.
In launching the blog Shaw said, "It seems to me that a healthy exchange of ideas and opinions on issues related to flying in the Canada's National Capital area, and beyond, would benefit all. Hence I started this blog where we can have a civil exchange of ideas on topics of mutual interest."
Shaw adds, "Some of the topics that come to mind are:
Blogs have become an important part of the internet in recent years, allowing writers to tackle important subjects and giving readers the opportunity to participate in the debate simply by posting comments instantly. Shaw is hoping that Ottawa area aviators will take up the challenge and join in.
Shaw has already posted a article critical of Rockcliffe NOTAM procedures this weekend entitled NOTAMS affecting Rockcliffe Airport... and is looking for your thoughts.
The COPA Flight 8 blog is found on the Blogspot web service at copa8.blogspot.com and is also linked from every page of the Flight 8 website.
The website you are looking at here may look a bit like the old Flight 8 website on the surface, but it is all new underneath.
Flight 8 Webmaster Adam Hunt reports that the old Flight 8 website was getting a bit hard to maintain. As he explained, "The original Flight 8 website was written on Microsoft FrontPage. In its day it worked okay for the Flight's needs, but that application is out of date now and has been discontinued by Microsoft. The problem with FrontPage is that it wrote really messy HTML code and so it produced pages that didn't display correctly in all browsers and were very hard to edit by hand or in other, more standards compliant applications".
He added, "Flight 8 needed a better website than the one we had, at least better behind the scenes where it counts."
The new Flight 8 website was hand-coded in XHTML on the Java-based jEdit text editor and is controlled by Cascading Style Sheets (CSS files). In its present configuration it represents the current standard in web design.
As Hunt explained, "A handcrafted website is much more efficient than one written on any web page design application. The pages are much smaller files and they download more quickly. The Flight homepage is one third of the file size that it was before and it has more information on it. Because the writer has complete control over what the page looks like it is actually faster to compose pages by hand than any other way, because you spend less time trying to get the pages to look right. As a bonus the page not only looks better, it works better, too. The only drawback is that you have to know how to write XHTML."
Hunt reports that XHTML is not hard to learn, as he picked it up via self-study earlier this year.
Harold Fry of Wiarton, Ontario was elected by COPA members in a by-election on Friday, August 10 2007.
The by-election was called in the Spring when then Director Darin Graham left the COPA Board of Directors to move to New Zealand.
Fry, who is the co-Captain and founder of COPA Flight 68, Wiarton starts as a member of the COPA Board immediately. He has committed to work on improving communication between the individual COPA Flights and the National Organization. It is his belief that COPA does an outstanding job as the voice of plane owners and pilots to both Transport Canada and Nav Canada, but he wants to make sure COPA communicates with its individual Flights better. Fry plans to achieve this with an annual visit to each of the 11 Flights in his area of Southern Ontario, relaying the latest COPA National news and giving each Flight the opportunity to send their concerns and questions directly back to the organization.
Fry earned his private pilots’ license on Sept. 30, 1994. Since then he has flown more than 900 hours in his Piper Cherokee 180. When operations of the Wiarton Airport was turned over from Transport Canada to the municipalities in 1996, he formed a volunteer group, "Friends of the Airport" (FOTA), to help cut operating costs through maintenance work. Two years later FOTA became COPA Flight 68 and until December 2004 Fry served as Captain for this amalgamated group (FOTA/COPA). So far, members have contributed more than 16,000 hours of volunteer time to the Wiarton Airport.
Harold is known throughout the Ontario aviation community for his monthly e-mail newsletter, which reaches more than 1,000 Flight members, pilots and aviation-minded folk. He spearheaded the creation of the Wiarton Airport web page, annual Platinum Triangle Poker Run, and The Peter Bulmer Memorial Aviation Scholarship.
Fry has flown more than 200 Young Eagles, worked on a proposed airpark at CYVV and has earned four provincial/federal appreciation awards, including the prestigious COPA Appreciation Award, “Direct Action Saves Airports” in 2005.
Harold Fry can be reached at email@example.com
New COPA national staff member John Quarterman will begin his duties as Manager, Member Assistance and Programs on September 4 2007.
John will help provide assistance to members who have technical, regulatory or other aviation questions. He will also provide liaison for the COPA Flights chapters as well as represent COPA at certain government and industry committees, conferences and trade shows.
John is an Ottawa native. With 30 years and 950 hours of recreational flying light aircraft, nine years being active as a flying club president and director, five more years as a general aviation advocate and seven years as a Cessna 177B Cardinal owner, John brings to COPA the perspective of COPA’s main constituents, the Recreational Pilot-Owner.
John earned his Private license soon after his 16th birthday and holds a commercial license, with instrument, float and multi-engine ratings and a US pilot certificate. He currently rents single-engine aircraft.
John is a graduate of the Algonquin College Electronics Technologist program and through courses at Carleton University and his former employer’s upgrade program, became a Software Engineer. Until coming to COPA, John worked as a Military-Airborne-Products Software Test Engineer.
A COPA member for 13 years, John is well known to local Ottawa members as the organizer of many aviation events, a COPA volunteer and a passionate defender of GA. He is probably best known to COPA members nationally as an aviation writer for COPA Flight, particularly on the subject of "Flying To The USA". John has also been a regular at COPA Flight 8 meetings.
You can contact him at 613-236-4901 ext 107 or at firstname.lastname@example.org.
Ottawa, Ontario Canada, April 18th 2007
Flightworks Inc, producers of the Classic Air Rallye, today announced that Michael Potter’s highly respected Vintage Wings of Canada Foundation will be teaming up with Flightworks to present the 2007 Classic Air Rallye.
This newly forged partnership with Vintage Wings of Canada provides the star-power draw of their entire fleet of 12 fully operational vintage aircraft that will be made available to the event. The gravitational pull of Vintage Wings aircraft such as the historic Spitfire and Hurricane and the lovely deHavilland Fox Moth will surely increase participation by other vintage aircraft owners and warbird operators within a day’s flight of Ottawa.
The Classic Air Rallye event, to be held August 25th and 26th at the Rockcliffe Airport, is presented in cooperation with the Canada Aviation Museum, and is styled after the grassroots vintage fly-ins of a time gone by.
"It is the goal of Vintage Wings of Canada to inspire, educate and commemorate," said Michael Potter of his newly-formed organization, "And what better venue to achieve all three than this family-oriented event. It is this convergence of goals with the Canada Aviation Museum and the Flightworks team that creates a critical mass opportunity we couldn’t pass up. We are looking at making the Rallye our premier event of the year."
"We are delighted with the way the partnership with Vintage Wings has evolved," said Show Director, Girvan Patterson. "We believe our unique event, within the setting of our national aviation museum, and the grass roots atmosphere, provides the perfect setting to present the Vintage Wings collection."
"All of us at the Canada Aviation Museum are excited at the prospect of hosting this wonderful event, particularly with the additional partnership developed with Flightworks and Vintage Wings of Canada", said Tony Smyth, the Museum’s Director General. "We look forward to welcoming families and aviation enthusiasts to the historic Rockcliffe Airport and the Canada Aviation Museum in August."
Organizers expect more than 75 vintage civilian and warbird aircraft to make appearances at the two-day event with more than 30 taking to the air. The Air Rallye, now in its second year, celebrates the origins, history, joy and classic beauty of the flying machine. The event promises to take us back to a quieter, gentler time where children, enthusiasts and aviators can enjoy the sounds, sights and smells of classic aircraft in a country fair atmosphere. Visitors have the unique opportunity to get up close and personal with these historic aircraft and the men and women who fly them. In addition, the Canada Aviation Museum will open its doors to all visitors to the Rallye allowing them access to one of the finest collections of historic aircraft extant.
As the 2009 Centenary of Powered Flight in Canada fast approaches, the Classic Air Rallye, Vintage Wings of Canada, and Canada Aviation Museum team looks to become the epicenter of commemoration and family-oriented celebrations. The event offers not only the ultimate historic aviation venue and facilities, but also unparalleled experience and commitment from the Flightworks volunteers, and now, Canada’s foremost collection of flying vintage aircraft.
The event takes place on August 25th and 26th 2007. The gates are open from 9am to 5pm with flying throughout the day.
General admission tickets prices are $15 for adults and $5 for accompanied children under 12, and include free all day admission to the museum. Parking is free!
Vintage Wings of Canada’s mission is to acquire, restore, maintain and fly classic aircraft significant to the early history of powered flight. A particular focus is on aircraft of Canadian importance. Each airplane in the collection is restored and maintained to the highest standards. They are authentically detailed and operated within the most stringent of safety guidelines. The goal is to inspire and educate future generations about the historical significance of Canadian aviation heritage and to demonstrate that these aircraft are more than just metal, fabric, and wood artifacts. The organization seeks to keep the souls of these aircraft alive through the thundering sound of engines, the smell of leather, glycol, oil and sweat, as well as the laughter of their pilots as they dance with them in their natural element in the skies over Canada.
For more information go to www.vintagewings.ca
The Classic Air Rallye is brought to you by Flightworks Inc. This volunteer organization has its roots in the legendary air shows that were held at Carp in the mid eighties. These shows featured some of the finest acts of the day and almost overnight created a reputation among air show performers that attracted back the best. With an emphasis on providing an appealing environment for the participating aircrew, the Classic Air Rallye aims to recreate this up-close, friendly atmosphere.
For more information go to www.flightworks.ca
The Canada Aviation Museum is recognized as having the most extensive aviation collection in Canada and one which ranks among the best in the world. The Museum collects artifacts that illustrate the development of the flying machine in both peace time and war, from the pioneer period to the present time. Although the Museum highlights Canadian achievements in science and technology in the aviation industry, it is not exclusive; aircraft and other artifacts from many nations are also represented in the collection. The collection now comprises more than 130 aircraft and countless other artifacts such as engines, propellers, and important works of aviation art, as well as library and archival resources.
For more Information go to www.aviation.technomuses.ca
For further information contact: Girvan Patterson at Flightworks Inc email@example.com or 613-276-1216.
The Cornwall Flying Club will be operating a "Poker Run" to provide an opportunity for recreational flying and fellowship, promote aviation activity and raise funds for the Children’s Hospital of Eastern Ontario (CHEO).
Everyone is welcome!
The Flying Club operates out of the Cornwall Regional Airport, located in Summerstown, Ontario. “The Poker Run” goes on Saturday, August 18, 2007 (rain date; Sunday, August 19, 2007) starting at 11:00 A.M.
In this event, pilots from 11 airports in Eastern Ontario (Alexandria, Cornwall, Brockville, Iroquois, Lachute, Les Cedres, Morrisburg, Ottawa, Rockcliffe, Smiths Falls and St-Lazare) will fly to one of any five airports to collect at least one sealed envelope containing one playing card. They will fly to any other four of the airports collecting four other such sealed envelopes. They will then fly back to the Cornwall Regional Airport before 4:00 P.M. where the envelopes will be opened, and cash prizes awarded.
The pool of registration money will be divided into 2 parts: a donation to CHEO and the balance to be distributed proportionately between the top 3 “hands”.
Representatives from CHEO will be present on the day of the event to accept their amount from our Club President – Andy LeGourrierec.
Earle DePass, by phone (613) 998 9992 (o) or e-mail
Stephen Alexander (613) 930 2787(o) or (613) 938 8346 (h) if you need more information
The development of a residential air park and aerospace business park at the Carp Airport west of Ottawa was the subject of an informal public meeting held at the Agricultural Hall in the Village of Carp on February 6, 2007.
This meeting was specifically to get public input on proposed sewer and water supply plans for the site. The meeting was attended by about 52 people representing the City of Ottawa, the developer West Capital Developments, their engineering team at Novatech Engineering Consultants Ltd, local pilots and members of the public.
The development is planned for 340 residential units consisting of 276 single family detached houses and 64 townhouses, with 120 units being built in the first phase of the development. These will all be located on the south side of the airport property. The business park is to be located on the north side of the airport.
The evening meeting commenced with an introduction by Sally Switzer of the City’s Planning and Infrastructure Approvals Branch. This was followed by detailed information provided by Murray Chown of Novatech on vehicle traffic, environmental issues and the options for servicing the land areas, as described on seven information panels on display.
The traffic issue centered around concerns by existing residents that the new development, including construction activity, would severely tax the capacity of the Diamondview Road that serves the area. Chown cited the 2005 Ottawa traffic study that was reviewed by the Ministry of Transportation of Ontario that shows that the road is more than capable of handling the anticipated traffic through 2012. The project will include upgrades to the road if it turns out that they are required.
Environmental concerns were mostly centered on the existing woodlot and the small creek that runs through the property. The current plan protects both features and guarantees this through ownership of those areas by the City of Ottawa.
For sewage and water servicing, many options were explored and assessed and the results presented. The preferred water supply option is a trickle-feed water feed line from the Village of Carp to a communal storage facility and then to the homes in the air park. For sewage the best option is a small-bore pipe to a communal treatment facility.
Local residents had many questions about the proposed development, which were fielded by Novatech staff and the city planners.
The residential development is scheduled to start by the end of 2007 or early 2008. When complete it will be the largest residential air park in Canada.
For more information on the development, including on how to purchase a building lot at Carp Airport, contact West Capital Developments, 1500 Thomas Argue Road, Box 486 Carp, Ontario K0A1L0, Phone: (613) 839-7900 Fax: (613) 839-5390 email website.
Carp Airport information and aerial photos on COPA's Places to Fly.
West Capital Developments at the Carp Airport have their new self-serve 100LL avgas dispensing system operational as of 23 November 2006.
This new fuelling dispenser includes a Fuel Commander credit card processing system that is heated for winter use. The pump system is a super-quiet single pump that is all contained in a set of stainless steel cabinets. The fuelling facility is located on the Carp north side ramp.
In user tests the new system has proved easy to use - a fast and efficient way to fuel your plane!
Self-serve avgas at Carp means that fuel is always available 24 hours a day and there are no call-out fees and no waiting for an attendant to show-up to gas your plane. The current fuel price is posted on the WCD website and was $1.30 per litre as of 23 November 2006. WCD will be introducing fuel discounts to their frequent customers through a card system in the near future.
WCD also has Jet-A available for sale from a truck dispensing system. Jet fuel customers just need to park anywhere on the airport and the attendant will bring the fuel to you.
A City of Ottawa meeting was held on August 24th 2006 to discuss plans to create a fly-in community at the Carp Airport.
The meeting was required by the Ontario Planning Act and was designed both to inform interested parties about the airpark plans and receive input about concerns that the development raises, particularly among local residents.
The meeting was held at the City of Ottawa’s new Client Service Center in Kinburn, north of Carp Village and attracted a capacity crowd of about 60 people. Present were representatives of the City of Ottawa, principals of West Capital Developments and their engineering consultants, NovaTech, as well as about 50 local residents.
NovaTech conducted the briefing portion of the meeting outlining the developer’s plans illustrated on 19 picture panels. The residential airpark will consist of 340 house lots to be built in three stages. Each lot will include either an attached aircraft hangar or a share in a communal hangar for those lots without direct taxiway access. The plans include townhouses as well as single family homes. All houses will be on the southwest side of the airport. The housing will be complemented by an expansion to the existing industrial development on the airport’s north side.
The plan servicing details are still in the early stages and the meeting was used to gauge local thoughts about how to proceed with such issues as water supply and sewage disposal options. The possibilities include individual lot well and septic systems, collective systems shared by housing groups or connection to municipal water supply and sewage systems.
Local residents came prepared with many questions, particularly about the potential impact of the development on vehicle traffic on the Diamondview Road and on well water quality.
Several local residents expressed doubt whether 340 home lots could be sold strictly to aircraft owners and were concerned that non-aviation buyers might move in. Both the City and West Capital staff explained that this is addressed by the requirement for residents to own a hangar as part of home ownership and also that residents will be required to pay fees for airport upkeep as well. This will greatly reduce the attractiveness for non-aircraft owners to live in the community as the costs will be difficult to justify unless residents own an aircraft.
The City staff assured local residents that West Capital was confident that aviation buyers could be found for the 340 lots.
In general the local residents did not express concerns about air traffic at the airport unless the runway was to be lengthened and larger aircraft flown in regularly. John Phillips President of West Capital assured residents that the previous plans to lengthen the runway to 6000 feet have been set-aside and that the runway will stay at its present length of 3937 feet.
A number of residents were expecting more concrete lot servicing plans to have been presented and did not anticipate being presented with options for services for the new development. As a result it was agreed that their feedback would be used to create more firm plans to be presented at a future public meeting.
Unlike in the USA, where there are several hundred residential airparks these types of developments are rare in Canada and the few existing ones tend to be small in scope. The Carp plan, if completed, will be the largest fly-in community in Canada.
For more information: West Capital Developments
Carp Airport information and aerial photos on COPA's Places to Fly.
Carp runway markings were repainted on Tuesday June 13th, 2006, John Phillips of West Capital Developments confirmed.
As the Tenant Rep on the Board of the Carp Airport Authority, I thought I would try and help improve communications between all those parties with an interest in the Carp Airport. In an effort to share information, I’ve started up a new on-line discussion community called “Friends of Carp Airport”. It is a free service provided by the Ottawa Centre for Research and Innovation (OCRI) SmartCapital initiative. I’ve used the service for another aviation-related discussion group (for across Canada) for over a year now and we have had great success.
To join the on-line “Friends of Carp Airport” discussion community here is what you have to do...go to this website:
To access the web site, you just need to click on the link above or type it directly into your browser exactly like it appears...do not include the standard "www."
The first time you login you'll have to choose a user name and password. There is a spot on the form to fill-in a message to send to me (the administrator) with the application. Please tell me your interest in joining and include information such as if you are an aircraft owner on the field, hanger owner, member of Carp Airport Authority, tenant of the airport, own a business at the airport, member of EAA and/or COPA, etc.
Once this is done, your request to join will get emailed to me as the founder/administrator of the website. I'll then approve the e-application to activate your access. This is done to ensure the members are related to an activity on the Carp Airport, that they will find the discussion group interesting and that they have something to contribute.
Please be patient at the start of this initiative. I’ll be processing lots of applications and answering lots of questions. The site is generally easy to use for those that have participated in on-line discussion groups before, but it can be intimidating for newbees. The best way to learn is to just try things out. If you make a mistake, it is easily fixed.
I’ve set up some discussion items, general information, events calendar, articles and images. Once you are a member, please feel free to share stuff that you think will be of interest to the other users. And, please pass this email onto others you know at the airport who might want to link in.
Let's try and make CYRP an aviation success for all of us.
Ottawa promoters FlightWorks in conjunction with the Canada Aviation Museum are presenting the first Ottawa Antique and Classic Air Show on August 26 and 27 from 9-4:30 both days at Rockcliffe airport. Admission will be $15 for adults and $5 for children and includes museum admission as well.
The show will feature antique, warbird and classic aircraft including a Supermarine Spitfire, P-51D Mustang, Waco YMF, Seabee and a Hawker Hurricane amongst many others. There will also be manufacturers’ booths and many static display aircraft. Proceeds will go to local hospital and veteran’s charities.
If you have a classic aircraft or a warbird and want to participate contact Ben Loiselle at 613-829-2203.
COPA President Kevin Psutka asked Toronto City Centre Airport to do something about their landing fees that are driving GA traffic away - and they listened!
For the summer of 2006 (1 June - 31 August) landing fees are waived for COPA members only who land at TCCA with aircraft up to 3,000kg (6600 lbs) Gross Weight. Just show your COPA membership card at either FBO, ESSO FBO Services 416-351-1100 123.2 MHz or City Centre Aviation Shell 416-203-2424 123.35 MHz to qualify for the free landing.
Drop in and see the upgrades underway at the airport and have lunch in the historic terminal building!
There is lots more information including photos on this convenient airport on COPA's Places to Fly.
COPA Flight 8 Gets the Spotlight on EAA's Young Eagles Website for our September 24th Event. Have a look at the Young Eagles Page on EAA for the whole story!
The Hawkesbury East aerodrome, which is home to COPA Flight 131 - The Hawkesbury Flying Club, is under new management.
The popular grassroots aerodrome is now owned by Focus Aviation a local ultralight training school. Focus owners Gina Tremblay and Gerry deGrosbois hope to expand the current services to offer more tie downs, flight instruction, aircraft and parts sales, fuel sales and aircraft construction and maintenance.
Former owner, Steve Assaly of C & S Enterprises, stated “I am pleased to..." announce that "...Gina and Gerald of Focus Aviation are now the new owners of the East Hawkesbury Airport…they are both very enthusiastic aviators and will inject new energy into the operation of this excellent facility.”
Lary Loretto of Ottawa Aviation Services recently announced that he is looking for aircraft owners who might be interested in hangars at the North Field at Ottawa International Airport.
Loretto intends to construct hangars at CYOW starting in the spring of 2006 and offer them for rent to area owners. Interested owners should contact Lary Loretto at 613-737-2933 or 513-675-2301 or at firstname.lastname@example.org.
National Ultralight Inc, the exclusive Canadian distributor for Challenger aircraft, announced today that Quad City Ultralight Aircraft Corp has increased the manufacturer specified gross weight for Challenger II aircraft to 960 lbs.
This increase is applicable to all Challenger II long wing aircraft kits manufactured after mid 1990, when changes to the long wing structure were implemented, as well as to all Challenger II Special clip wing aircraft.
The applicable Challengers at 960 lbs gross weight meet or exceed the ultimate load factors of +6G and -3G required for the Advanced Ultralight category. With either the Rotax 503 or 582 engine these Challengers at 960 lbs also meet or exceed the performance standards required for the Advanced category. After deducting the Advanced category's required Minimum Useful Load of 375 lbs for Rotax 503 equipped planes the empty weight of a Challenger II may be as great as 585 lbs. For Challengers with a Rotax 582 the Minimum Useful Load is 382.5 lbs so the empty weight may be as great as 577.5 lbs. This gives owners a great deal more legal leeway to install options, accessories and floats.
Here is how to determine if the increased 960 lb gross weight is applicable to a particular Challenger in the Advanced category:
a) All Challenger II Special clip wing aircraft may operate at 960 lbs with +6G and -3G ultimate load factors.
b) All Challenger II long wing aircraft with the last four digits of the serial number greater than 0602 may operate at 960 lbs with +6G and -3G ultimate load factors.
c) Challenger II long wing aircraft with serial numbers between 0500 and 0602 inclusive must be physically checked to determine which version wing structure they have. This inspection is performed by feeling the bottom of the wing to locate the compression struts and measuring the distance between them. If the spacing is 3 ft then the aircraft may be operated at 960 lbs gross weight. If the spacing is 4 ft then the aircraft is restricted to 800 lbs in the Advanced category in order to meet the +6G and -3G ultimate load factor requirement.
d) Challenger II long wing aircraft with the last four digits of the serial number less than 0500 are restricted to 800 lbs in the Advanced category in order to meet the +6G and -3G ultimate load factor requirement.
Challenger II long wing aircraft restricted to 800 lbs may increase their gross weight to 960 lbs by installing new generation wings. Modifying the previous generation wings is not permissible. The new wing installation must be certified as Fit For Flight by an authorized Challenger inspector.
National Ultralight is working with Transport Canada to identify what if any documentation must be completed by owners in order to effect this change for their individual aircraft. Details will be communicated directly to owners.
All Challenger owners in Canada should be enrolled in the Canadian Support Section on www.challenger.ca to keep abreast of news and to take advantage of the extensive repository of information online. Access is free.
Owners may enroll on line.
Please direct any questions to Bryan Quickmire at National Ultralight Inc or 705-721-9811.
The February 2005 COPA Newsletter highlighted the transition from the old Aeronautical Information Publication (AIP), produced by Transport Canada, to Transport Canada’s new Aeronautical Information Manual (AIM) (English) (or French) and NAV CANADA’s new AIP Canada (ICAO) . We pointed out where to find these new online publications (note that the above links are new locations) and we also informed readers that there were potential problems with the new formats and accessibility issues such as large download files. At that time, the current AIP had been transitioned to the web but there were several more changes in the works, to be introduced at the next publication date, 27 October 2005. COPA had concerns but we agreed to wait until the final versions were online before commenting on any outstanding issues. This article is meant to help you access the information in its current form and to let you know that we are working with TC and NAVCAN improve the documents from their current form.
A letter was sent to TC and NAVCAN providing details of our concerns. The highlights of our concerns are as follows.
Notification by email of a new version is an important tool for keeping pilots up-to-date with changes. Very few people will remember the planned amendment dates (twice per year for the AIM, seven times per year for the AIP) so the email notice is a good way to prompt them to review the AIM. Transport Canada sent a card to all pilots some time ago asking them to sign up for an email notification service for updates to the AIM. The notification service worked for the October 2005 edition but the notification was not received three days after the effective date.
There is no apparent way to subscribe for the AIM notification service and there is no notification service available for the AIP.
COPA’s recommendation to provide an explanation of changes, similar to the one provided in the old AIP, has been incorporated into the AIM. However, a facility has been lost from the previous AIP. Bars were provided in the margins of affected pages so that readers could zero in on the exact changes. There is no web link from the Explanation of Changes in the online version to the corresponding paragraph in the AIM document. The best way to deal with this lack of capability is to load the summary page into one browser and then open another html copy of the document in another browser. Although this is workable, it is cumbersome to flick back and forth for the reference, explanation of the change and then to read the affected section.
There is no such tool for the new AIP. Very few people will ever read the entire document in order to discover where changes have been made and consequently the AIP will quickly become a stale document for most pilots. Although the new AIP is essentially a reference document for ICAO purposes, it would help to at least let people know where changes have been made.
There is also no key-word search capability on the html version of the AIM. COPA made this suggestion last year when we anticipated that it may be an issue with the new AIM. Although there is a general search tool at the top of any page, it will lead to words found anywhere on the Transport Canada web site. It would help to either have a selection on the “advanced search” page for limiting the search to the AIM or, better yet, provide a dedicated search tool within the AIM web pages that limits searches to the AIM pages.
Even though the entire AIM can be downloaded and key-word searched using the Acrobat search tool, the AIM is so large that it is unreasonable to expect people with slow internet connections to download the entire AIM. Also, for anyone who tries to access this information at an airport, even if they can access a computer, many airports do not have high-speed internet access. Pilots will not wait for several minutes or perhaps hours to download the whole document for a key-word search.
While the above comments are primarily of a convenience nature, the location and format of the Supplements (Supps) and Aeronautical Information Circulars (AICs) are significant safety issues. When COPA learned that Supps and AICs were not going to be included with the AIM but instead only be in the new NAV CANADA AIP Canada (ICAO), and knowing that NAV CANADA intended to only make the AIP available online in pdf format, we strongly recommended that the Supps and AICs be included with the AIM. We are again emphasizing this need to Transport Canada. In the meantime, please note that these important updates to aviation are only available on the NAV CANADA site in the AIP and only in pdf format.
Availability of hard copies is another issue, especially for the AIP Supps and AICs. Of course, all documents can be downloaded and printed but they are very large. The AIM will be issued in hard copy, free of charge, for the current issue and next Spring, and then available for $12 per copy plus taxes and shipping. The AIP is available for $250 per copy. This is essentially a “please do not order” price. We anticipate that the AIP itself will not be a useful document for most Canadian pilots, but the Supps and AICs are important information sources and should be more readily available online and in hard copy. COPA is emphasizing this need to both Transport Canada and NAV CANADA as well as other recommendations as indicated in this article.
If you have comments about the new AIM, please contact Transport Canada at: AIM Coordinator, Transport Canada (AARBH), Ottawa ON K1A 0N8 Tel. 613 993-4502, Fax 613 990-1198, E-mail email@example.com. For the AIP, please contact A.I.P. Canada (ICAO) Co-ordinator, NAV CANADA, 77 Metcalfe Street Ottawa, ON K1P 5L6 Tel. 613 563-5466, Fax 613 563-7987, E-mail Oconndo@navcanada.ca. And please copy COPA on your correspondence firstname.lastname@example.org.
If so COPA would like to hear about it.
We all pay our annual Air Navigation Service fee to Nav Canada in exchange for the company making available ATC, FSS, weather, NOTAM and flight planning services. Except for owners of gliders, balloons, ultralights and aircraft with gross weights under 1360 lbs, all other aircraft owners are legally required to pay the ANS fees regardless of whether we use the services or not.
But what happens when we pay our fees and then find a NOTAM such as the one that was in effect in the Ottawa area on the Canada Day long weekend indicating that Nav Canada staffing shortages could result in instructions for VFR and IFR training flights to remain clear of the terminal airspace?
On July 2nd such a NOTAM was issued and the use of the airspace was denied to a number of light aircraft trying to fly in the Ottawa area.
As a member of the Nav Canada Advisory Committee COPA is very interested in hearing about these types of Nav Canada “service denials” experienced by COPA members. Nav Canada Customer Service should also be informed when they occur and what effect they had on your flying operations. If you have experienced a “service denial” please report the details of the event to email@example.com and send a copy to COPA President and CEO Kevin Psutka firstname.lastname@example.org.
Some examples of “service denials” that should be reported are:
Service denials would not include events such as:
The weather was unusually pleasant – in fact, downright hot for early autumn. Saturday, October 1st saw Adam and me heading out to Edenvale for their open-house event. What I hadn’t fully expected was that we were headed towards one of the most gorgeous and hitherto unknown little airstrips this side of the Rockies!
Although we took off early in the day, it was only a short while into the trip when the daytime heating produced the kind of turbulence that makes map reading virtually impossible. Aggravating this was the incredibly high headwinds and that meant we would be bouncing around like loose change in a jogger’s pocket for a longer time than either of us really wanted to.
Our track took us over some thickly wooded terrain and the deciduous trees there were revealing their fall colours lending a warm toned hue to them. It would have been that much more beautiful if we hadn’t been tossing around in the hazy, powdery blue skies. An eventual climb up to more civilized conditions resulted in substantial calm but also entry into even higher headwinds. This is always a trade-off of sorts; one either endures turbulence for a set time or else climb into (usually) smoother but stronger headwinds for a longer time.
Once the hilliness of central Ontario gave way to increasing farm and pastureland, we could easily make out Lake Simcoe straight ahead. The area, not far from Barrie, Ontario, is dotted with numerous small strips. On such a stunningly gorgeous day, and a Saturday to boot, Adam and I had expected to see more aircraft. Ever watchful, we kept an eye out especially for anyone else who might have been heading to Edenvale for the open-house. Spying only a few others in the air, we continued to home in on the coordinates we had entered into our GPS. We certainly found the place, set up for entry into the circuit and lined up on runway 26. A picture perfect landing, followed by a quick backtrack and marshalling into a parking spot and we had arrived.
I called this article “A Morsel of Paradise” partly because of the double entendre of “Eden” and “Edenvale” but also because the location of Edenvale’s unassuming strip reminds me of what paradise would actually look like.
We got out of the aircraft and, after being welcomed by the marshaller, I looked around. To the west of this charming little gem of a strip, there is a series of small hills which, even on the first day of October, were still mostly green. Although Edenvale is quite close to Barrie, it does not have the appearance of a crowded, busy place. Considering that Edenvale’s little airport is listed as “abandoned” in the CFS, it’s no wonder that it isn’t busy.
But, the folks there are looking to change that.
Home of the Edenvale Flying Club, instructors Gilles Mercier and Ted Lee are teaching students to fly the SportsStar, a light and very sexy looking two seat fixed wing airplane, two of which were on hand that day.
One of the small mercies many pilots and passengers alike are grateful for is the availability of restroom facilities on site. Although it was a somewhat lengthy trek, the building (a former nursing home) used was very clean and very neat. The walls were covered in murals depicting various aircraft, and framed newspaper articles featuring stories of the Edenvale Flying Club and the SportsStar aircraft dotted some of the opposite wall. The fact that the “clubhouse” was once a nursing home also meant that students needing a good rest could take advantage of the small bedroom on site. There is also a good sized lunchroom, outdoor deck of at least equal size and with a grand view of the tie down area and runway 26; perfect for a day’s gawking at the airplanes, not to mention the typical impromptu judging of aircraft landings!
As, this was an open-house a barbecue was busy broiling away (actually, there were two barbecues in use). Besides the standard hamburgers and hotdogs, one could get a chicken kebob, as much coleslaw as one wished and the two coolers were well stocked with soft drinks and bottled water. Luckily, the day was so warm, so gentle and just so peaceful that nobody minded standing in line to get lunch.
Lunch, laughter, airplanes and meeting other pilots (most of whom are COPA members) is what these sorts of open-house/fly-in events are about. The weather in October in Central Ontario is usually a crap shoot – ranging from leaden skies, cold biting rain whipping leaves around until they are glued to windows, or else chilly, clear, windy and very dry. But, for Edenvale, October 1st was, quite literally, a picture perfect day to just “drop in” and look around
If you want to learn more about this gem of a place, visit http://www.edenflight.com. The website not only highlights this little airstrip, but even lists the comm frequency in use, coordinates to enter into your GPS (or mark with a pencil on your VFR chart) and driving directions, too.
Webmaster's note: This airport is not yet in the CFS, but should be soon. Have a look at the COPA Places to Fly entry on it for detailed info and pictures. It is under Stayner/Edenvale Flying Club.
COPA’s long standing feature “Places To Fly” has just undergone a major transformation and we think that COPA members and pilots are going to like how it now works.
Places To Fly started off in the days before the internet as a newspaper feature created by past editor Garth Wallace. Pilots and airport managers contributed information via mail about their favourite airports and COPA ran these in the newspaper along with photos.
There were drawbacks to this approach – the biggest one was that unless pilots clipped and saved the columns the information was lost once the newspaper was recycled.
This led to collecting the Places to Fly on the COPA website. Pilots and airport managers could then submit an electronic form to the COPA webmaster and she would edit and check the information for accuracy and relevance and then post it on the COPA website. Places To Fly was in the member’s only section, so only COPA members could read it. Over the years this system accumulated 133 airports, a small fraction of the actual number of places to fly to in Canada.
It was a slow and cumbersome process to submit updates and so much of the information posted was quickly out of date. Some of the current entries date back to 1999 and haven’t been updated since. It wasn’t the ideal solution.
Additionally in the past few years many COPA members and foreign pilots have asked COPA to create a list of airport fees and fuel prices so they can shop around for low fuel prices and avoid airports that charge landing fees. That was a daunting task since airport fees can change several times a year and fuel prices often change weekly.
This all highlighted the fact that COPA needed a new concept for “Places To Fly” that would catalogue many more airports with up to date information and up to the minute lists of fees and fuel prices. A tall order!
The solution to all these identified problems is the new COPA “Places To Fly”.
To move Places To Fly into the 21st century COPA has redesigned it as a collaborative user-editable airport database project! Now anyone can update the information for any airport, upload airport photos and even create new listings for airports not previously listed – all instantly. Here are some of the highlights of the new system:
COPA hopes that airport owners and managers, along with pilots, will help us create a complete list of everywhere to fly in Canada over time and help us keep it up to date.
The question most often asked about this type of user-editable database is what controls are there to prevent people entering wrong information or vandalizing pages – how does COPA monitor hundreds of pages for this? The answer is that we don’t. The pages are monitored by the people using them. If a user finds something wrong on a page it is very easy to fix the text or even to restore a previous version of the page. It just takes a couple of clicks. The more people who are taking part in the project, the quicker errors are corrected and the more up to date it is. Every update leaves a date stamp on the page to show when it was last changed. Complete information is in the Users Guide.
We are hoping that airport mangers will participate in this project and enter information for their local airport, including keeping fuel prices and information on airport fees up to date. Photos can be added, too, along with tourist information, to give visitors complete information on your local airport. You can even add “GA Friendly” logos to show which airports have fuel available and no fees on private aircraft.
This project’s success depends on COPA members along with the airport managers, Canadian and foreign pilots using it and updating it often. The more people who update it the more useful it will be. Pilots and airport managers are encouraged to “adopt-an-airport” and update it and then check back regularly to make sure it is still up to date.
Have a look at the new Places to Fly and see if your local airport is there and the information is up to date. If not please feel free to add it.
I just received the next CFS, valid for 12 May to 7 July 2005. It contains the following PRO notice for Ottawa:
"In order to benefit from immediate and effective Air Traffic Control Radar service thereby minimizing delays and frequency congestion, it is strongly recommended that all VFR flights wishing to penetrate or operate in the Class C and Terminal Class D airspace obtain a transponder code. If you file a VFR flight plan or itinerary with NAV CANADA, a transponder code will be assigned to your flight and you will be given this code on first contact with ATC. If you do not file a flight plan or flight itinerary with NAV CANADA, contact Montreal ACC at 866-VFR-CODE (866-837-2633) at least 30 minutes prior to your flight to obtain your transponder code."
The key change from previous versions is that the mandatory requirement has been removed. COPA negotiated this for Ottawa and we want this to be the case for all areas in Canada where the procedure is in place. We agree that a code should be obtained prior to flight whenever possible but if that is not possible, for whatever reason, access should not be denied. I am pleased that NAV CANADA agrees. It should be emphasized that on busy days, you could experience delays if you just show up at the edge of the zone or area and ask for a code. At least you will not feel compelled to avoid the airspace simply because you forgot to call on the ground.