Ottawa International Drastically Raises Landing Fees on GA Aircraft

In late 2011 the Ottawa International Airport Authority proposed changing landing fees for light aircraft in an attempt to recover money spent on the north field, the general aviation part of the airport.

A meeting was held between the airport authority and the two flying schools, Ottawa Flying Club and Ottawa Aviation Services, with Kevin Psutka from COPA representing itinerant aircraft. The current fee structure has seen visiting aircraft charged a $30 landing fee, while private and school aircraft are charged a $30 per month and $100 per month flat-rate basing fee respectively. The airport authority claims that the non-capital operations and maintenance costs for the the north field are $59 per landing and that the airline operations at Ottawa are subsidizing GA. Airport authority CEO Paul Benoit explains, "The increase, the first in 10 years is not related to the 2 million plus cost of resurfacing 04/22, that was paid thru our AIF which the North Field does not in any way contribute to. Rent and PILT which the Government assesses one entire campus is not charged to North Field, the increase does not cover full O & M cost of the North Field, the commercial operation subsidizes all of those costs."

The airport authority proposed a flat $20 landing fee for all aircraft landings, (with touch-and-goes exempted) to replace the monthly school and private aircraft basing fees and visiting aircraft landing fee. On 9 November 2011 the airport authority asked the schools and COPA to provide alternate proposals to the airport authority's concept by the end of January 2012.

The airport authority's proposal would lower the cost for visiting aircraft, but dramatically raise it for Ottawa-based private and school aircraft. By COPA's estimates under the airport authority's proposal school costs would rise about 15% per flight. According to COPA this "will significantly affect their business". While the lowering of the visiting aircraft fee from $30 to $20 sounds attractive, in fact visiting aircraft have largely already abandoned CYOW due to the high fees and this reduced fee is still too high to lure their business back. Psutka explains, "for the transient private aircraft owner, the combination of landing fees and NAVCAN departure fee was already keeping most away from the airport so increasing landing fees from their current levels would only further discourage private transient aircraft from using the airport...it is a proven fact that most private aircraft owners will make decisions to avoid an airport when the landing fee is more than $10."

Airport Authority CEO Benoit stated on 23 February 2012, "We have reached out several times to work with the North Field tenants to get input on how to mitigate the costs of the North Field, we have had no response, we are still ready the receive any and all concrete proposals that would mitigate or eliminate this increase." In response to the request for alternatives COPA responded, but neither of the two schools did before the airport authority's final fee announcement deadline of 1 March 2012 and so, given the lack of input by those most affected, the airport authority has announced it will implement the $20 landing fee on 1 May 2012, having given the required 60 day notice.

Psutka's response to the airport authority underlines the key issues:

"Regarding private aircraft that are parked at the north field, most are doing so under arrangements at either OAS or OFC, so I said that I would leave it to OAS and OFC to develop a proposal for fees that would minimize the impact on those users."

"I also stated at the meeting that the key to increasing revenue from the north field, rather than focusing on landing fees, is to encourage aviation businesses to locate and thrive there so that income from rents and other income sources could reduce the need to increase landing fees. This has been COPA's long-standing position."

"Finally, I mentioned that there should be some accounting for the income that the airport realizes from the sale and or lease of property at the north field for non-aviation uses. If this income was taken into account, the costs attributed to the north field could to a large extent be countered by what I can only imagine is a significant source of revenue for the airport, thereby reducing the perceived need to increase landing fees."

"I trust that this summary of COPA's key points will serve as our proposal for dealing with your cost issues and help you conclude that if you want private aircraft to use the facility, increasing landing fees will not accomplish this goal."

With this fee now a "done-deal" for implementation on 1 May 2012, Psutka indicated that he believes that this new fee will result in reduced overall income to the airport authority, not increased income as aircraft and business leave the airport. He stated "The market will now decide whether or not the fee is acceptable."

New Restaurant for Saugeen Municipal Airport

By Phil Englishman, COPA Director

Now for some fantastic news at CYHS. As of 15 March 2012, Frankie’s, a great restaurant & pub in Hanover is setting up shop at the Saugeen Municipal Airport and the operation is going to be known as "Frankie’s at the Airport".

The menu will include inexpensive breakfasts and lunches. To check out Frankie’s go to their website to see what you are in store for at the airport.

In the interim great food will still be available at CYHS.

* Saugeen Municipal Airport website

Classic Air Rallye for 2012

Classic Air Rallye organizer Ben Loiselle has provided some news about the event for 2012. After the Air Rallye was cancelled for 2011 it will be back this year in a modified form.

For 2012 it will be called Capital Classic Wings & Wheels, to recognize classic car participation in the show and will be reduced from two days to one, being held on Saturday, 9 June 2012.

Pontiac Airpark Looks For Farm Buyer

By André Durocher

Pontiac Airpark (PAP) is searching to find a buyer for an 80 acre farm located immediately north of the 85 acres recently acquired by PAP.

The farm includes a 3 story cement bloc house built in 1914, a hangar and a stable. The owner of the 80 acres could develop an equestrian facility for the residents of the PAP and for any other interested people. This 80 acres could be part of the bigger project including the airport, the seaplane base and … (more to come).

* Pontiac Airpark Homepage

Peterborough Airport Restaurant Closed

By Nancy Hewitt, Peterborough Airport Operations Coordinator

The restaurant operators have closed the Runway 27 Café without notice, as of today, 21 February 2012.

At this time we are unable to determine how long the restaurant will be closed. The City will be assessing the situation and providing a solution as soon as possible.

We apologize for the inconvenience.

Ottawa Flying Club to Hold 84th Annual Wings Dinner

The Ottawa Flying Club just sent this announcement:

The Ottawa Flying Club is very excited to announce that the keynote speaker for 2012 Wings Dinner to be held on Saturday May 5th is well seasoned and experienced pilot, Rob "Scratch" Mitchell.

Rob hails from Victoria, British Columbia and comes by his passion for aviation by way of family heritage. Whether it was hearing the harrowing tales of his grandfather flying Spitfires in WWII or watching his dad fly jets in the 70s and 80s, Rob knew he would be an aviator. Rob joined the Canadian Forces in 1989, graduating top of his pilot class in 1992, before being sent to Cold Lake, Alberta for CF-5 and CF-18 training.

After completing an operational tour at 433 (ETAC) in Bagotville, Quebec, Scratch was posted to instruct on the CF-18 Hornet at 410 Sqn back in Cold Lake. While there, he was selected as the 1999 CF-18 demonstration pilot and flew the Air Force colours proudly for the 75th anniversary of the RCAF. Immediately following his show season, Rob was selected to fly with the Snowbirds as the Number 7 pilot on the outer left wing.

In October 2006 Rob was selected to return to the Snowbirds as the Commanding Officer and Team Leader for the 2007 and 2008 seasons. After being promoted to the rank of Lieutenant Colonel, Scratch attended the Australian Command and Staff College in Canberra, Australia.

Following 20 fulfilling years in the Air Force, Rob recently took up a position with WestJet Airlines and is currently living in Vancouver, British Columbia. Scratch has the privilege to work with the Vintage Wings organization, where he coordinates the flight safety program and flies the Golden Hawk F-86 Sabre. As well, Scratch recently joined the illustrious ranks of the Patriots Jet Team, flying in the number 5 position. Rob has formal training in Human Factors in aviation, a Bachelors Degree in Sociology and a Masters degree in Strategy and Management. In addition to aviation, Scratch is passionate about surfing, sailing and acting. Scratch has had the honour of representing Canada at several world sailing events and is a working actor in Vancouver. Throughout his 22 years as an aviator, Rob has amassed more than 6000 hours, including 2,000 hours of high performance solo and formation jet aerobatics.

The 2012 Wings Dinner, the Ottawa Flying Club's annual celebration to mark the achievements of our student pilots in achieving their Private, Commercial, Multi, IFR and other ratings, will be held on Saturday, May 5th, 2012.

The dinner will be held at Restaurant International- the culinary school restaurant at Algonquin College.

As well as the awarding of the Wings for those who have achieved their private license since May 2011 to the time of this year's dinner, various licenses and ratings, and other awards, the evening will include our guest speaker, Rob "Scratch" Mitchell. Cocktails will be available at 6:00 P.M., and Supper will be served at 7:00 P.M.... there will be a cash bar.

* The event's page on Facebook
* OFC website

Pontiac Airpark Expands

By André Durocher

Pontiac Airpark (PAP) is expanding!

PAP just bought a 85 acres of residential land located immediately north of the PAP project and north of the River Road. This land will help improve the PAP project.

* Pontiac Airpark Homepage

The Ottawa Flying Club Restructures

From the Ottawa Flying Club

By R. Adam Martin, M.Sc., Interim President, on behalf of the OFC Board of Directors

A Message for the Board of Directors - OFC Management Transition

In order to improve operations and the financial position of the Ottawa Flying Club, the position of Chief Executive Officer has been eliminated and we have returned to a management structure lead by a General Manager and Chief Flight Instructor. The objective of this change is to create a secure environment offering the best possible customer experience through improved responsiveness and effectively satisfying the needs of our customers as students, licensed pilots or contractors of flight training.

The new management structure contributes to our objectives by reducing administrative overhead, streamlining communication, and increasing the use of member volunteers. As a result, more resources will be available for investment on facilities and equipment, as well as providing for contingencies.

Mark Champagne, who has extensive previous experience in this position at the OFC, has accepted the position of General Manager. John Porter continues in the position of Chief Flight Instructor assisted by Andrew Simpson, Assistant Chief Flight Instructor. With experienced staff filling these positions, we are confident that this management transition will be accomplished with no disruption in flight training and operations.

Invitation to meet COPA Directors

by Patrick Gilligan, Vice President, Operations, Canadian Owners and Pilots Association

Invitation to meet COPA Directors from across Canada March 23rd at 6:30 PM

COPA Flight members are invited to come and meet the COPA Directors from across Canada. The venue is the Canadian Aviation Heritage Centre in Ste-Anne de Bellevue Montreal West Island on Friday, March 23rd starting at 6:30 PM.

Things Are Looking Up At Diamond Aircraft

Since Diamond's buyout by Medrar Financial Group of Dubai the company has been on a more even financial footing. This has has all kinds of benefits, like inspiring customers to buy planes. Diamond just put out this press release on a big order for up to 26 DA40s.

Diamond Aircraft and Flight Training Adelaide announce DA40 fleet order

Diamond Aircraft and Flight Training Adelaide announce DA40 fleet order Flight Training Adelaide (FTA) has contracted with Diamond Aircraft, in conjunction with their Australian distributor Hawker Pacific, for the purchase of up to 26 DA40 aircraft, to be based at Parafield, Australia. The first four of eight 2012 deliveries will be made midyear, with options for 18 additional aircraft scheduled for 2013 and 2014 delivery. The single engine Garmin G1000 equipped DA40s replace FTA's aging single engine Socata TB10s and Grob 115s and will complement their seven DA42 L360 aircraft.

"We chose the DA40 because it was the best fit for our strategic acquisition and upgrade program. It offers the technology we desire, simplicity of operation and maintenance and is underpinned by a strong aircraft manufacturer in Diamond Aircraft Industries Canada, who are ably supported by their partner Hawker Pacific in Australia," said Pine Pienaar, CEO of FTA. "We train cadets to become professional pilots for our partner airlines, including Cathay Pacific, Dragonair, Qantas, QantasLink, JAL Express and J-Air. Our airline partners demand competent and technology savvy pilots, regardless of whether we are training to a conventional training syllabus or for the Multi-Crew Pilots licence. The modern low-drag DA40 with its full glass cockpit provides the perfect introduction for cadets and is an easy transition to our DA42 twins. We have been very satisfied with Diamond's after sales support and this is an important element of our decision."

"We're delighted that FTA has selected the DA40 to modernize their substantial single engine fleet," said Peter Maurer, CEO of Diamond Aircraft Industries Inc. "With its modern glass cockpit, superb handling, fuel efficient airframe, demonstrated reliability in high utilization flight training and proven best safety record, the DA40 is ideal for professional flight training and best complements the fleet of DA42 twins that FTA has been operating since 2007. The local parts and service support offered by Hawker Pacific, our distributor for Australia and New Zealand, undoubtedly enhanced our bid and we are grateful to Hawker Pacific for their great work in securing this significant order."

CATSA Canada ≠ Safety

Shouldn’t our Government’s advice lean towards safety? Here is CATSA’s advice about security screening,

“Dress comfortably with easy-to-remove outerwear, jackets, belts and slip-on shoes”. The source http://www.catsa-acsta.gc.ca/Page.aspx?ID=7&pname=Screening_Controle&lang=en

I guess CATSA security people don’t talk to the flight safety people? Would you wear “slip-on shoes” in an airliner? Like sandals, just to ease getting them off and on again at the security inspection station, really!

I hope not, when you consider that the vast majority of people survive aircraft accidents, many after sliding down the inflatable emergency exit slide on to a runway or unprepared rough areas of an airport, potentially covered in broken glass, plastic, metal, jet fuel, weeds, fire, you name it…

I’m sorry but I want good shoes tightly secured to my feet when I get to the bottom of the slide, not to mention as I hurry to the emergency exit closest to my seat.

Everyone made it off Air France, but look at the terrain they slid down the slides into--not barefoot country.

The modernization of Canada’s busiest airspace

by Patrick Gilligan, Vice President, Operations, Canadian Owners and Pilots Association

IFR pilots, get ready for major changes in the Toronto-Ottawa-Montreal-Quebec City corridor. On February 9th, the airway system in the corridor will change and several traditional airways will be removed from navigation charts.

Air navigation systems around the world are transitioning to a performance based navigation (PBN) system which allows for greater efficiencies for pilots and air traffic controllers. The new system is simpler to manage and allows for improved capacity and more efficient flight operations resulting in reduced fuel consumption, greenhouse gas emissions and noise pollution.

Nav Canada, in collaboration with customers and industry associations such as the NACC, COPA, ATAC and CBAA, has designed a brand new low level and high level RNAV (Area Navigation) route system, based on PBN, from Toronto to Quebec City. The introduction of the new route system necessitated revoking some of the conventional airways. To assess the impact of this change, Nav Canada conducted a sampling of flight plans to determine the impact on non-RNAV equipped aircraft in the area where airways are being revoked. A sample of 358,518 IFR flight plans from our 2011 traffic database, found only 536 filed by pilots of Canadian registered non-RNAV equipped aircraft. In other words, some 99.85% of the IFR flight sample was capable of RNAV navigation.

Pilots flying this corridor using non-RNAV equipped aircraft will still be able to use traditional ground based navigation aids. Some VOR airways have been retained in the corridor specifically for non-RNAV equipped aircraft. However, on any flight off airways, mileage, minimum altitude information and track will need to be calculated by pilots during the flight planning stage. Pilots can expect to receive traditional clearances via: VHF and LF airways, VOR to VOR, VOR radials and NDB bearings, or radar vectors.

Air traffic controllers are being trained for this major change and mitigation has been put in place to address issues related to non-RNAV capability. More detailed information on the changes can be found in the Aeronautical Information Circular (AIC) 38/11 and 45/11.

Finally, a new website http://onboard-abord.ca/, provides an advance look at these changes. The website also contains other important information to help familiarize pilots with evolving air traffic management and flight planning procedures that are applicable to the air navigation system.

Nav Canada Updates Flight Plan To Include Tracking URL

Lloyd Bunbury just sent us a note indicating that Nav Canada has amended the flight plan filing form to allow indicating a tracking URL to follow for the flight from such sources as SPOT.

Lloyd writes: "I just filed a flight plan ... and noted that you now have a "Tracking URL" field allowing me to enter my SPOT2 tracking URL when filing! This is BIG news and I thank you for listening and taking such immediate action to include this data in the flight plan! Kudos all around!"

This will be a great boon for pilots and may actually help get someone found sooner as it makes more locating resources quickly available to SAR.

Flight 8 Is On Diaspora

Yes Flight 8 is branching out into social media, in an attempt to get more exposure for the club and also share more information and photos, as well.

Flight 8's internet presence consisted of just a website only for a number of years. Initially run by Flight Captain Mike Shaw, then current webmaster Adam Hunt took it over. On 26 August 2007 the old website was replaced by a new one written in XHTML to make it web standards compliant and also make it load and work better.

Then on 12 August 2007 Mike Shaw launched this blog, with the urgent question "Does the Canadian Owners and Pilot's Association Flight 8 need a blog?". With 101 posts to date (not counting this one) it seems to be fulfilling its purpose and occasionally draws debate on contentious issues.

On 25 January 2012 Mike Shaw moved the flight onto Twitter. Not one to be outdone for social media, Adam Hunt opened a Diaspora account for the Flight on 27 January 2012.

Since most people have never heard of Diaspora, some explanation is in order. Diaspora is a social media network that was created by four students attending New York University’s Courant Institute of Mathematical Sciences: Ilya Zhitomirskiy, Dan Grippi, Max Salzberg and Raphael Sofaer. Like a lot of people they had serious issues with Facebook and the fact that it is a private company that owns the rights to everything you write or upload and sells your data to advertisers, tracks you everywhere on the internet, doesn't listen to its users and is generally evil. This article has a lot more detail on the problems with Facebook.

The four students started something better, what Facebook should have been from the start: a free software project to create a disbursed social network where anyone can host a "pod" or server to be part of the network, where you own your own data and where there is no advertising or profit motive behind it all. This article explains more, as does the Wikipedia article. As of January 2012 Diaspora is still in "alpha" development phase, but it works pretty well at this point and is worth supporting as a project.

Flight 8's Diaspora account can be viewed without being a Diaspora member, having an account or without signing in. Of course you can join Diaspora on any pod you like and participate there as well. In the meantime the Flight 8 page will carry meeting announcements, photos and other information.

Both the Twitter and Diaspora pages are linked from the main navigation menus on the Flight 8 website, so they are easy to find.

Will there be more social media forays for Flight 8? That depends on how these ones work out! You will have to stay tuned to find out!

COPA Turns 60 in April 2012

The national organization, COPA, turns 60 this year!

"The idea to form COPA was born in April, 1952. Laurentian Air Services pilot John Bogie was having lunch in the Ottawa Flying Club lounge with Spartan Air Services pilot Bill Peppler and Paul Saunders when Ottawa pilot Margaret Carson came storming in and declared that something had to be done about the way small aircraft owners and operators were being mistreated by the government."

That got it all started. The COPA Flights (local chapters) were started in 1964 and Flight 8 was initiated in 1967, making it 45 years old this year!

Keep an eye on the national website for information on celebrations.

Last Flight For Dr Trevor Lyons

Retired Ottawa dentist and COPA Flight 8 member Trevor Lyons recently passed away.

His wife and fellow pilot, Rhonda, sent Flight 8 the following message:

"Sadly I must tell you that Trevor died January 1, [2012] after a brief illness. Please pass this news along, I know that Trevor was well known in the aviation community."

Trevor and his bright yellow 1941 model rag-wing Erco 415C Ercoupe, CF-JZH, will be missed in Eastern Ontario skies.

*Ottawa Citizen Obitiary

Twitter and COPA

Do you use Twitter? In my view it is best of the social networking sites. I believe COPA National should be on Twitter. I know they don't have a lot of staff but twitter is not labour intensive and it is a great way to get the word out about issues, good news, bad news, happenings, etc. etc. etc.

COPA flight 8 appears to be one of the few Flights with a twitter account, @copaflt8. Please fell free to follow Flight 8 tweets. It's new so don't expect much at this point.

Follow @COPAflt8

Pontiac Airpark Aerial View

Pontiac's developer, André Durocher, just sent me a really nice aerial shot of the aerodrome facing west, taken in July 2011.

It is such a good photo that I couldn't resist posting it here!

* Pontiac Airpark Homepage
* Google Satellite view
* Pontiac Airpark on Places to Fly

Pontiac Airpark News

Pontiac Airpark developer André Durocher reports that as of December 2011 the first residential lot, Lot 36, has been prepared for building in the spring of 2012.

* Pontiac Airpark website

First Van’s Aircraft RV8 on penetration Wheel/Skis

By Patrick Gilligan

December 17th, on a cold morning while the fields were frozen, aerodynamic and flight tests were conducted at Indian Creek airstrip in Ontario on a RV8 equipped with a Lycoming O-360.

The skis were designed and built by amateur aircraft builder Patrick Gilligan. Inspired by simplicity and repair ability, these skis are bolted together using a combination of UHMW, hardwood Plywood and aluminum rectangle tube. Fasteners are stainless steel, bungees are landing gear chock cords and Galvanized steel cables make up the limiting cables.

Why install skis? Skis are an additional safety for flying during late Fall, Winter and early Spring where the ground is soft and in the event of an emergency the aircraft can be landed on soft surfaces, frozen lakes, rivers and fields without tearing off the landing gear or flipping upside down. Although in very deep snow chances are the aircraft may flip but with minimal damage. Cruise performance decreased by only 4-6 MPH and lift increased slightly.

For more information contact Patrick.

*Ski video #1
*Ski video #2

Modification To Restricted Areas: CYR537 Parliament Hill & CYR538 Rideau Hall

To Ottawa area COPA Flights, from Kevin Psutka:

This relatively minor change to the two restricted areas in Ottawa can catch some of you if you plan a sight-seeing trip down the river. This change occurred without consultation and I will meet with the RCMP responsible person in the near future to discuss his plans for expanding the restrictions further.

This change is one of the Aeronautical Information Circulars that have recently been released. This is just a friendly reminder to check the AICs periodically because these sorts of changes can creep in without notice other than an AIC.

AIC 2/12 says:

CYR537 PARLIAMENT HILL, ON AND
CYR538 RIDEAU HALL, ON

Following an evaluation, the Royal Canadian Mounted Police has requested modifications to restricted area CYR537 PARLIAMENT HILL, ON and CYR538 RIDEAU HALL, ON.

Designated altitudes for the restricted areas shall be increased from 1,500 to 3,000 feet ASL and the radius shall be increased from 0.25 to 0.35 mile.

These changes will take effect February 09, 2012 at 0901 Coordinated Universal Time (UTC). The appropriate aeronautical publications will be amended.

For further information, please contact:

Marcel Pinon
Manager, Airspace and Service Requirements
NAV CANADA
77 Metcalfe Street
Ottawa, ON K1P 5L6

Phone: (613) 563-5630
Fax: (613) 563-5602
Email : pinonm@navcanada.ca

Different Ways to Fly

There are lots of different ways to fly. Some people use an airplane, while others prefer something a bit different, like Jeb Corliss, for instance:

Do You Own a Cessna?

If it is a 100 or 200 series single and was built between 1946 and 1986 then you will need to know about this new requirement that Cessna has added to the manuals for your annual inspection.

It actually isn't anything new and any sharp AME is probably doing all of it already, but as aircraft age the need to keep on top of metal fatigue and corrosion increases.

The inspections are simple, but necessary and as an owner you need to know what is being done to keep your aging Cessna flying.

* Powerpoint presentation on the new requirements (Zip file)

* You Tube video (4:37 in length)

Wardbird U at Vintage Wings

From Robert Fleck, President, Vintage Wings of Canada

Once again this winter we are offering our “Warbird U” series of educational ground schools. This year will feature the Harvard, Mustang, Spitfire, F-86 Sabre and Swordfish. The ground schools cost $250 for non members (Harvard $200) and $200 for members (Harvard $150). These are the exact same ground schools that our pilots have to take for recurrent training, so in addition to covering all aircraft systems, there is always discussion about how each pilot actually operates the plane, validated by our Warbird U guest who inevitably flew the aircraft in combat.

This is a fund raising event for Vintage Wings and the Canada Aviation and Space Museum.The ground schools make a nifty Christmas gift.

Complete details on the Vintage Wings Website.

Diamond Solves Financial Woes With Buy Out

As previously reported earlier in 2011 Diamond Aircraft of London Ontario indicated it was in dire trouble and needed a federal government loan or it might not survive.

Company President Peter Maurer said in March 2011 "If we don’t get the funding from the federal government, it puts us in a difficult situation. If the D-JET, for example, in a worse case scenario, were not to continue it would have a negative impact on the rest of the company’s operations...[The debts are] at a level that would be very difficult to satisfy out of piston sales. I’ll let you do the extrapolation."

Of course as we now know the government said "no" and the company went away looking for other options, Maurer oddly saying that he had considered a government bailout a "long shot".

On 13 November the company announced its solution to the crisis. It is now majority owned by Medrar Financial Group, an investment company based in Dubai. The buy-out was for an undisclosed amount.

Stories:
*Diamond press release
*AVweb
*London Free Press

It is hard not to note the trend here, as I have written before many aviation manufacturers have recently been bought out by middle eastern or far eastern countries. A short list:

* Diamond Aircraft - majority owned by Medrar Financial Group, Dubai
* Cirrus Aircraft - Government of the Peoples Republic of China
* Continental Engines - Government of the Peoples Republic of China
* Liberty Aerospace - 75% owned by the Kuwait Finance House, a wholly owned subsidiary of Kuwait Finance House of Bahrain
* Piper Aircraft - Government of Brunei.
* Epic Aircraft - partly owned by the Government of the Peoples Republic of China

Once again, though I will make the point that in almost all of these cases investment from North America, Europe and other western countries was not to be found. That means that while many people from North America will shake their heads and say "this is too bad", that is all they will do. They didn't pony up and put money on the table to keep these companies going. The case is the same with Diamond. It is pretty obvious that the choice was simply between selling it to interests from Dubai or shutting it down.

If westerners want to retain ownership of our aerospace industry, then we need to stop the "tut-tutting" and start buying companies out ourselves.

*Complete rundown on the Diamond story

More Free Aircraft!

Back in August 2009 I wrote a blog post about free aircraft, that discussed Hubert Beaujon's great idea of giving away free plans for his Beaujon Enduro on the internet.

Well it turns out he isn't the only one doing this. Amateur aircraft designer and builder Mike Sandlin has posted "technical drawings" for five of his Bug, Goat and Pig glider designs on his website and released them to the public domain. Such charity should not go unnoted, so thank you Mike!

His designs are all ultralight gliders that are easy and inexpensive to build. All have flying examples, too, as can be seen on his You Tube channel. Complete descriptions are on Mike's website.

If you only have time to watch one video then have a look at Mike narrating the flight of the "Red Goat" at Torrey Pines, California.

There are now Wikipedia articles about two of Mike's designs that give a good overview:

* Sandlin Bug
* Sandlin Goat

Yes he gives his designs funny names. I think the Goat is called that because it climbs so well. The Bug stands for "Basic Ultralight Glider" while the Pig is his "Primary Instruction Glider".

Vintage Wings On You Tube

Vintage Wings, the Gatineau Airport based flying museum now has its own You Tube channel, so you can feel like you are in the cockpit.

There are also links to other people's Vintage Wings You Tube videos. Recommended: "Scratch" takes the F-86 Sabre for a ride

Canada Flight Supplement Error

There have reports from members of COPA Flight 70 Oshawa that the new edition of the CFS, dated 20 October 2011, has pages missing.

They report:

*Pages 1093 to 1124 are missing. (Wiarton, Winnipeg, etc)
*Pages 1029 to 1060 are included twice.

If you find this is the case in your edition please send a message to service@navcanada.ca.

COPA President and CEO Kevin Psutka has asked Nav Canada to investigate this problem and for Nav Canada as a minimum to post the missing pages on their website for free download in the interests of safety.

Autonomous Flocking UAVs

There are lots of things to contend with in the air these days, but Sabine Hauert, Severin Leven and Dario Floreano of the Ecole Polytechnique Fédérale’s Laboratory of Intelligence Systems in Lausanne, Switzerland have added one more: they have taught ten small unmanned aerial vehicles to flock.

This is actually an interesting use of technology, combining small aircraft with Linux to make them fly together in different ways, depending on the parameters entered. This science project shows what is possible with the combination of aircraft and computers.

Story and short video

Air Show Risks And How They Affect The Public

After the death of Jack "Flash" Mangan in a crash at an airshow in Martinsburg, VA this week while flying a T-28, AVweb has published a very interesting and thoughtful article written by a non-aviator who witnessed the crash. Twenty-year-old Chloe Barkdoll describes the effect seeing this sort of accident has on non aviators. This is very well written and certainly should give airshow organizers and pilots something to think about.

I think her message is clear, while airshows can motivate and inspire people to fly, or at least become aviation fans and supporters, one accident can turn thousands of people into aviation opponents. We need to put safety ahead of all other considerations in airshow planning if we are to avoid this.

Presentation: "Rejuvenating General Aviation…..from the ground up!"

From: Bruce Dwyer, Professor/Coordinator Aviation Studies, Algonquin College:

Rejuvenating General Aviation…..from the ground up!

Presented by: the Raviator

Time: Monday 26 September 2011, 19:30 hrs

Location: Canada Aviation and Space Museum, Main Theater

You are cordially invited to join Algonquin College students in the Aviation Management and Aircraft Maintenance programs at the Museum next Monday for an evening presentation by Ravi. I have seen Ravi perform this summer at Oshkosh both on stage at the NAFI (National Association of Flight Instructors) breakfast as a guest speaker and heard him perform with his guitar at the Sennheiser booth. Last year I was also at the presentation Ravi gave during the ATAC (Air Transport Association of Canada) meetings.

If you are interested in Aviation and passionate about seeing General Aviation grow in Canada then I think you will enjoy this event and hope that you take the time to come join us next Monday. See Poster Attached!!!

All Flight Schools and Students are welcome to attend!!!

The event is free and you can even enter to win a Sennheiser HD 238 high performance headphone!

British Commonwealth Air Training Plan Tribute

From John Phillips, West Capital Dev elopments:

In 2011, Vintage Wings of Canada will pay tribute to one of the greatest military and industrial achievements in Canada, indeed the world, during the Second World War. The British Commonwealth Air Training Plan (BCATP) was a stunning achievement in planning, construction, community involvement and aircrew training that involved every province of Canada, hundreds of small and medium sized communities across the country, and hundreds of thousands of airmen from Canada, the British Commonwealth and the United States of America.

The Vintage Wings of Canada "Yellow Wings" program will span a year and a country to bring the story of how everyday Canadians, communities and companies did their part as the Aerodrome of Democracy to win the war against two evil empires.

September 24th, between 10:00 am and 5:00 pm the planes will be at Carp Airport (CYRP). West Capital Developments will be providing a shuttle service from the airport to the Carp Fair which will be going on the same weekend. Planes include the Vintage Wings Harvard, Tiger Moth, Cornell, Finch and Stearman.

More information www.yellowwings.ca

Ottawa Flying Club Needs Volunteers for Fly Day 1 October 2011

From Marc Desjardins, President, Ottawa Flying Club:

Hosted by the Ottawa Flying Club, Fly Day is an event supported and contributed to by local area pilots, aviation related businesses and organizations, many sponsors, and the Ottawa Rotary Club, and we need volunteers to make it work! Fly Day

Fly Day Pilots Wanted!

Pilots with 4-place aircraft are needed for the 53rd Annual Fly Day at the Ottawa Flying Club to carry out sightseeing flights over Ottawa.

If you are a pilot with:

· A Private or Commercial Licence

· 100 hours or more PIC (special consideration for Algonquin students who wish to volunteer with 85 hours PIC and reviewed by CFI)

· 10 hours on Type

· 10 hours in the previous 12 months (or a checkout by an OFC instructor)

· Familiarity with procedures at Ottawa

· Recency and Currency as per the CARS

· 1 hour PIC or Dual within the last 30 days before FlyDay, and

· a 4-place (or better) aircraft to fly (owned or rented)

...you can take part in Fly Day!

Benefits

If you fly as a volunteer pilot, you will receive:

· Tax receipts for all operating costs

· Free Fuel

· Landing and Departure at CYOW are waived for participating aircraft

All of the Cessna 172s and the Beech Duchess have been reserved for rental use on Fly Day.

Ground volunteers needed too!

Ground volunteers are needed to escort passengers to and from the aircraft and to marshal aircraft.

As most activities take place on the OFC ramp, ground volunteers are required to be licensed pilots, student pilots with their student pilot permit, or airport authority red pass holders.

To Volunteer

If you are interested in flying or for volunteering for other activities, in taking a ride at the event, in being a sponsor, or contributing a static exhibit, please contact Marc Desjardins.

Website: http://flyday.ca/

Ottawa International Runway 04/22 Repaving

Ottawa International's general aviation runway 04/22 will finally be repaved this summer, starting on Monday 22 August 2011.

The work includes repairing the existing runway surface and some taxiways, plus creating a new taxiway from the button of runway 04 to the Ottawa Flying Club. Designated taxiway "S", the new route will enable aircraft to use the full length off 04 on take-off without requiring a backtrack.

As part of the job most of taxiway "P" and the other unused asphalt left over from the World War II runways in the north in-field will be removed. The part of taxiway "P" that joins "S" to 04/22 will be repaved.

The repaving work by Tomlinson is expected to take 2-3 weeks and thus should be done by mid-September.

* Ottawa Flying Club Article

Dubai to Seattle with Al Hepburn Part 15

Now that he is home, safe and sound, Al has posted a selection of photos from his flight.

Print Your Own Aircraft?

That may not be as far-fetched as it sounds, in fact it has already been done!

Scientists in the UK designed a small UAV using CAD-CAM software, printed it out with a 3D printer, assembled it and flew it all in a five day period. This is a sophisticated design, too, with a geodesic structure.

3D printing is a relatively new technology that works similarly to a paper printer, except that the 3D printer builds up layers of plastics to form a three dimensional shape.

Now it is true that this is only a small aircraft with a wingspan just under 5 feet, but you have to start somewhere. It wouldn't take a lot to scale this up to man-carrying size and essentially print your own kitplane. The main advantage here is the speed at which this can be done.

* Story
* Video

Canada eh! ForeFlight on my iPad

ForeFlight is nice software for the iPad. It even has some Canadian information.

You have several options for chart and airport information. The first option below is really US based and gives only coincidental Canadian information along the border. The second option adds dereferencing to approach plates in the USA, not sure if this is true in Canada. The third option adds Canadian IFR information such as departure, approach and arrival plates. As well as Canadain Low and High Enroute charts, but no IFR Terminal Charts. The last choice is the same as the number 1 but for three months.

1. ForeFlight HD 1 year    74.99
2. ForeFlight Pro 1 year  149.99
3. ForeFlight Mobile Aviation Weather, Flight Planning, EFB, and Charts, Canada IFR (1 Year), Seller: ForeFlight, LLC  149.99
4. Foreflight HD 3 mos 24.99

I selected the 3rd choice above and was immediately billed 149.99 plus HST for a total of CAD$169.49.  I assumed the software is priced in US Dollars, but no, I was charged the same prices in Canadian Dollars at a loss of exchange of about 5%. Thanks Apple!

Canadian pilots that fly under the Instrument Flight Rules IFR  will get most of what they need. The weak link is for Canadian Visual Flight Rules guys like me. The Sectionals are just that FAA charts that happen to include parts of Canada along the border. This is not serious if you live in Southern Ontario, but even there it could mislead one into missing Mandatory Frequency (MFs) airports where one is obligated to use the radio. Also, some Class D Transponder areas could be missed such as around Ottawa. FAA Sectionals always warn pilots to use Canadian Charts and publications in Canadian airspace. There are no Canadian VFR Terminal Area Charts (VTAs).

Most Canadian aerodromes at there. I assume they are also in the US versions of the software. I believe the source is the US defense department data. The current update includes correct frequencies even for pretty small aerodromes, such as Embrun, CPR2. In past versions of the data, frequencies were missing for small airports  like Embrun.

I have not explored the whole package, but clearly the ForeFlight folks have done Canada well in this update.

Michael Shaw

airmail@rogers.com

Dubai to Seattle with Al Hepburn Part 14

Our non-flying day in Anchorage was spent - flying. We got a ride in a Cessna 206 floatplane of Rust's Flying Service up to the glacier. It was neat - we landed on the lake at the end of the glacier and taxied beside the ice walls. Not in the same class as the icebergs in Ilulissat, Camilla, but still pretty impressive. Also there were a few moose on the river flats.

Later in the day, we took off and flew VFR around Mt. McKinley (the highest mountain in North America at 20,300'). Not too sure about the regs regarding height above terrain that goes above 18,000', but ATC said we could not go above 17,500', so we actually never went above 16.5. Got some spectacular photos.

Next day, I was able to convince Wei that 1300 miles direct without a guaranteed tailwind was not a good plan and we decided to stop for breakfast/lunch at Juneau, the state capital (population 30,000). We were IFR at FL270 and could see Mt Logan (~19,000') off to the east, so asked ATC for a deviation to fly around it. No problem. Imagine trying this in China!

We grabbed a burger in Donna's Diner at Juneau (first burger of the trip) and continued on top of a cloud deck down to Boeing Field Seattle. The hotel Wei had booked turned out only to have one bed in the room, but our friendly taxi driver found another. I snuck out at 5:45 next morning and took the high speed ferry to Victoria BC, where I was met by Roy Olmstead, a long time friend from AECL days. Now enjoying some R&R in Campbell River BC before returning to Ontario on Sunday.

That's it, folks. The last update. I hope you enjoyed the tale.

Al Hepburn

Dubai to Seattle with Al Hepburn Part 13

We had great weather for the trip across Siberia to Anadyr and the Russians were really efficient, so everything went on schedule, until we got to Anadyr. It seems the ferry schedule across to the town has changed. We were told that it now runs only 3 times a day, and the last one was at 5 o'clock, so we'd missed it. They had arranged for us to stay at the airport hotel. No restaurant, no internet, and all for $180 a night. We bought some food in the store and made our own supper and breakfast. It turns out that a private boat could have been arranged. I suspect they were just trying to generate business for the airport hotel.

Next morning, we had a one-hour delay getting fuel and finding a form which had been given to Wei on arrival in Russia. Then we were off on the leg to Anchorage, based on the TAF and a text message from Air Journey about enroute conditions, which fortunately were not complicated. So now we have a day's rest in Anchorage before heading down the coast to Seattle tomorrow. We had hoped to do some sightseeing along the way, but that isn't going to happen, due to a low over the Alaska panhandle and the Queen Charlottes. The good news is we should have some help from the wind, so should be able to make the trip direct. That should put is in to Boeing Field mid afternoon.

Dubai to Seattle with Al Hepburn Part 12

We had one full day in Harbin, during which the only activity of note was a visit to the Siberian tiger park, a safari park where view the tigers from the safety of buses. Two or three chickens and a couple of ducks were not so lucky. There must have been at least a hundred tigers in the park.

I tried to have our flight plan brought forward an hour next morning, but as this would have involved a change in permits via Moscow, I decided it was not worth the risk and we left our departure at noon local time. We finally got the nod at 1:30. The delay was blamed on military activity, but Wei says he thinks they were waiting for a bribe to speed things up.

We had a few build-ups to dodge on the way to Khabarovsk, but on arrival the weather was severe clear. We were in our hotel with refuelling complete within an hour of touchdown, so if we have an equally efficient start, things look good for tomorrow. Khabarovsk has a pleasant park with fountains in the middle of town, and an impressive Russian Orthodox cathedral.

A long day is planned tomorrow, from here to Anadyr, with a fuel stop and Magadan. The weather looks good, however.

Alan

Dubai to Seattle with Al Hepburn Part 11

On July 12, we flew from Xian to Beijing. I believe we were the first single engine airplane to be permitted to land there. On arrival the visibility was advertised as 3000m, but it was more like 1000. There is a business aviation center there and that's where we went for another big welcoming committee. Carolyn got in around 5 p.m. This stop was managed by Chinese AOPA, which has 1000 members, a beautiful magazine (at least it is nicely printed and has nice pictures - I couldn't read a word of it, of course), but I doubt if the own an airplane amongst them, unless you count Wei, who I'm sure is a member.

Next day, Carolyn and I went out to the Great Wall and there was an AOPA meeting in the late afternoon, featuring Wei. Only trouble was, he failed to show. He had taken the media out to see the airplane at 08:00, and it took all day to get permission to take them out to the ramp. He finally showed about 10 minutes before the mandatory banquet.

The following day, Carolyn and I visited Tienanmen Square and the Forbidden City. We went by subway, which was an experience in itself, and a guide picked us up as we left the station. He was a school teacher, moonlighting to make a little extra money. Both sites were interesting. Lots of Chinese tourists wanting to be photographed with the round-eyes. The traffic in Beijing was heavy, but not impossible. You might credit this to the fact that, ten years ago, there were only bicycles, so the car population is relatively young. But there's another explanation. Your licence plate in Beijing is only valid one day a week!

On the 15th, we left the hotel at 05:00 to be airborne by 08:00, as mandated by ATC. Carolyn headed back home later that day. When we were ready to taxi, it emerged that there was a problem. The yellow line from our parking spot crossed another parking stand, and there was an A320 parked on this stand. No matter that there was 300 feet between it and the next airplane, and our wingspan was about 45 feet. The system says you must follow the yellow line, so if something is parked on that yellow line, you're screwed. And nobody knew when the A320 was going to move. We weren't the only ones affected - there was a bizjet sitting with his APU running as well. Finally, after 3 hours, they moved the offending airplane, and after a long delay due to departures, we were airborne for Harbin, in northeastern China.

On arrival, there was a presentation of cheques to some deserving school children to further their education. The poor kids had, of course, been waiting for several hours also. It was pretty touching, actually. One of the girls had tears running down her face as she accepted the cheque. This will probably make a huge difference to their lives.

So now, I am in Harbin, a little provincial town of 12 million or so, where we expect to see the Siberian tiger collection at the zoo this afternoon. Tomorrow at noon, we head off to Khabarovsk, Russia, assuming the permits arrive in time. The original plan was to go to Sakhalin, but the airport there is closed for runway repairs, hence the change in plan.

Stay tuned.

Al

Morrisburg Aerodrome (CNS8) not Closing, For Now.

Pilots fly to Morrisburg to show their support. This photo is looking east towards the golf course from the button of Rwy 25 at Morrisburg CNS8.

Over the past year or so, there had been rumours that the St. Lawrence Park’s Commission was planning to close its Airport (CNS8). On 12 July 2011 a group of Eastern Ontario pilots flew into the airport to meet with the Darren Dalgleish, the Commission’s GM and CEO.

Darren Dalgleish is at the head of the table in the photo.

As requested by Patrick Gilligan of COPA, Darren Dalgleish and some of his staff met us at the airport. We then walked over to the Admin building across the road. 9 planes flew in and about 20 pilots from Cornwall, Iroquois, Ottawa, Carp, Bearbrook, Ingleside and Embrun dropped in to show their support. To use the Darren's language, there is no current plan to close the airport, but the Commission must rationalize each asset, and so far see no revenue and fortunately little cost is associated with their airport. The Parks Commission wants the airport to complement their primary activity at Upper Canada Village. Dalgleish noted that the Parks Commission has to ask the Ontario Government to cover its operating short fall each year to the tune of $1.8M. He noted that he has no experience in running an airport and would welcome any suggestions from the flying community.

Various models of management and operation of the small airports were discussed. JD Ross from Iroquois (CNP7) describe how the City of Iroquois manages their airport successfully in a town recreation park using local pilots to manage the airport under an agreement with the city. The Rockcliffe model was described where the Museum owns the land, they have an Airport Commission, and management and operation is by Rockcliffe Flying Club. Capital projects are shared between the Museum and the Flying Club.

The Parks Commission has no idea how much use the airport actually gets. Their primary concern is exposure to risk and liability. Several pilots noted that the CARs put responsibility for the airports they use directly on them, not specifically the airport operator. That said, it was also noted that aerodromes must follow the CARs too. The Ontario Government self-insures the Park. The pilots suggested that the airport ask pilots to sign a book to keep some record of usage.

Pilots talked about how the airport draws them to Upper Canada Village, the Golf course, Restaurant and marina several times a year. In fact, several attendees arrived early enough to lunch at the Golf course. It is this ability and the easy access to Upper Canada Village that makes the airport an attraction for local pilots. Some suggested wider advertising to draw other flying visitors, perhaps even Airport of Entry status for visitors from outside Canada. Pilots pointed to Lamacaza airport near Mount Tremblent as a successful small airport. As well some suggested hangars and a flight school might work to improve revenues from the airport. Several private airport operators present noted  that when the paved runway is no longer useable they switch to grass which is cheaper to maintain. Only the Mooney pilot from Cornwall indicated he preferred asphalt.

Patrick Gilligan suggested that an annual fly-in breakfast associated with a visit to Upper Canada Village could be used to involve the local communities and pilots, and perhaps raise revenues.  This could be arranged by one or more of the local COPA Flights and take advantage of COPA’s insurance.

It was an upbeat productive meeting introducing aviation to the St. Lawrence Parks Commission management and the Park’s Commission to local Pilots. COPA Flight 8 thanks Darren Dalgleish and his staff for inviting us to meet.

Dubai to Seattle with Al Hepburn Part 10

Our first internal leg in China, from Changsha to Xian was uneventful. The main impression is that the visibility in the cities is mostly less than 3 km. Wei wants people in China to fly GA. Well, they're going to need an instrument rating before first solo!

Carolyn and I visited the Terracotta Warriors exhibit, and found it most interesting. The had amazing technology 2200 years ago - armour, bronze weapons, pottery in massive quantities, archers, cavalry etc.

Tomorrow, we leave the hotel at 04:20 local, as the want is to be on the ground in Beijing before 09:00 local. The main challenge looks to be low visibility in what the Chinese euphemistically refer to as "mist". Also, some scattered CBs.

Next report from the capital city, which apparently has been the forbidden city for private aircraft up until now.

Al

Dubai to Seattle with Al Hepburn Part 9

We got off the ground at 11:52 local, and arrived in Changsha, China at 1:37. Despite our agreement to use English unless clarification was required, Wei insisted on talking to the controller in Mandarin, which I think confused him a bit. However, everything was quite unremarkable. Altitudes were, of course, in metric. The weather on arrival was hot and humid. The advertised visibility with 10km+, but I think this is a public relations move. Right now, they are still calling at 7km, but looking out the window, it can't be better than 3km.

This is Wei's home town, so again there was a big welcoming committee. They are saying this is the first single engine airplane to be allowed in to China, but it seems to me a Spanish airline captain flew a Kitfox to Oshkosh via China several years ago. Maybe he went through Taiwan. Also, I think a few single airplanes flew in from Burma during the Second World War. I'm really puzzled by what all the fuss is about. You'd think we'd achieved something remarkable. Now, if we'd been flying a Kitfox, I could have seen cause for celebration.

We were warned by the Boeing Business Jet captain who briefed us yesterday to expect a track offset clearance, but that did not happen. I suspect there is not much demand for the levels at which we fly. Frankly, things were pretty quiet all the way.

We are here for 3 nights, then off to Xianyang, followed by Beijing. Hopefully, based on today's performance, Wei will be able to negotiate a more civilized arrival time.

For some reason eurofpl would not accept our route BEKOL A461 LIG ZGHA. It changed the EET to several hours, so obviously it thought one of the waypoints was on another continent.

Al Hepburn

Dubai to Seattle with Al Hepburn Part 8

We have permits to go in to China, and it appears we will be operating under English ATC at the airports we will be using, so tomorrow, in we go. Apparently, this will be the first time that a foreign-registered single engine airplane has been allowed in. Also, we are being allowed in to Beijing in a few days, but they are not taking any chances. Arrival after midnight and departure before 6 a.m.

WX tomorrow is forecast to be OK, just some scattered thundershowers. Wish us luck.

Al Hepburn.

Dubai to Seattle with Al Hepburn Part 7

We had another uneventful flight down from Laos to Ho Chi Minh City yesterday afternoon. There were a few potholes in the road as we descended into Vietnam, but nothing unusual. The handling bill in Laos was again fierce. No wonder, they flew the handler's representative up from Bangkok to look after us, kept her there two nights, then flew her back again! Nobody said anything about GA being competitive in this part of the world.

I shudder to think what the handling bill here is going to be like, since the airplane is occupying an airline stand for the best part of two days, and these stands normally rent by the hour. Ah well, that part of it is not my planning and not my bank account, thank God.

Today, we visited an orphanage, where Wei and his friend (who has been with us since Bangkok) made some donations. The theme of his flight is helping kids around the world. This afternoon we went out on the river for lunch at a small town, Mytho, on another arm of the Mekong Delta. These Chinese never stop eating! We stopped at three different locations and ate at each.

Tomorrow morning we're off bright and early to Hong Kong, where Carolyn should join us. I guess I screwed up on her flight, with the date, airline, etc., so she will arrive a few hours after us, rather than the day before. I had advised Wei before the start of the trip that he should get a qualified Chinese pilot to accompany him in to China, and he said he had one. However, this guy is a Cessna 172 instructor who has difficulty communicating with ATC, as he speaks Cantonese, so that is not very promising. I want to check the Chinese AIP when we get to Hong Kong, but I suspect that, on non-English ATC routes (which he will be on) there will be a requirement to have a crew member with a "Mandarin Competent" statement (similar to our English competent statement) aboard, and Wei does not have one, of course. While Mandarin is his mother tongue, he does not know Mandarin ATC speak, so I don't know whether this proposed trip into China is going to work. He does, however, have the permits from the Chinese government to go in. Maybe he can get a Chinese pilot to brief him in Hong Kong. Stay tuned for the next episode!

Al

Dubai to Seattle with Al Hepburn Part 6

We arrived here in Laos after an uneventful 1 hour trip from Bangkok.

At Bangkok, there was a media extravaganza on arrival. Two busloads of fans to great the intrepid pilot, then a party in the evening with hundreds of guests, including a representative from the Chinese Embassy (see photo).

We saw the Grand Palace (really, a whole collection of palaces) yesterday morning, but I think some of the food at the party must have disagreed with me, so I took the rest of the day off, and had a small meal in the Italian restaurant (only customer) last night. Pretty well back to normal today, but now Wei has the bug, so it's not only round-eyes who are affected.

Our missing Jep charts finally caught up with us from Reykjavik (have been using my year old ones up to now). It took 1 1/2 hours to drive to the DHL service centre to pick them up, and we never left the city.

The handling bill at Bangkok was the highest so far ($3,500). After this, $1,500 a landing in Russia is going to look like a bargain. For any Scotsmen, the real challenge is to fly around the world and not pay a single handling fee. I doubt if that's possible, except in a real long range airplane, or maybe a balloon.

Al

Dubai to Seattle with Al Hepburn Part 5

We had a trouble free ride from Agra to Calcutta. In view of the concerns about high oil temperature, we climbed over the airport at Agra before proceeding on course. However, all we saw was a couple of very brief excursions above the redline and this is normal according to the ops manual, so we are putting it down to high ambient temperatures. Socata, the manufacturer of the airplane, do not seem to be concerned.

The weather enroute was better than expected, with only isolated buildups above our level (FL270). So apparently these cloud charts are a bit pessimistic.

As we joined the localizer, tower advised us that there was "heavy rain over the field". Sure enough, we touched down in decent weather and rolled out into a waterfall. We sat in the airplane on the ramp for half an hour before anyone came to meet us.

I'm rather glad we're only staying one night here. The place is like a big, overpopulated trash heap. Quite a jolt to the senses.

Off this morning to Bangkok, where apparently there will be a big media extravaganza. Looks like the weather should be similar to yesterday, with isolated thundershowers forecast. Let's hope they don't get the one on arrival right over the field.

Al

Dubai to Seattle with Al Hepburn Part 4

We are waiting to see if we can get a new oil temp. probe. Also, since it is the weekend, we cannot get any permits approved to go any futher until tomorrow. We tested the engine on the ground today, and everything was normal. We plan to head towards Kolkuta tomorrow, but stay over the airfield for 10 minutes or so before proceeding enroute. Meanwhile, the dreaded monsoon seems to be advancing. Today, it looks like we might have made it as far as Patna, or even Kolkuta with a bit of luck. The southern alternative, through Sri Lanka and across to Puket does not look like it would have been very nice today either. Stay tuned.

Al

Dubai to Seattle with Al Hepburn Part 3

Well, here we are in Agra, and all set to visit the Taj Mahal this morning.

It has not been an uneventful trip, but contrary to expectations, weather has not been a major issue.

I forgot to mention in my last report that Wei had no charts beyond Europe. The are apparently resting in the Hotel Borg in Reykjavik. After thinking of the alternative, we decided to press on with my 2010 vintage charts. It has not so far been an issue. The only glitch was that our filed airway through Pakistan was not on the chart, but thanks to the Garmin 750, we had airways defined in the database.

Our brief look at Muscat in the morning revealed quite mountainous terrain, without the high rise architecture of Dubai. They have oil in more moderate quantities, but much more minerals. As usual, we had delays getting out of Muscat. The flight to Ahmedabad (VAAH) was uneventful. On arrival, we had to go through the international terminal. There was a minor problem because we had invited along a friend who was not included in our permit for Agra, our next destination, which is a military airport. However, the handler was able to fix this.

Departure required us to go out through the domestic terminal. So we wound up with a very close run thing getting in to Agra before they closed.

Crossing Jaipur, we had an indication of high oil temperature. The gauge was fluctuating, and I suspect a sensor problem, but this has still to be resolved.

On arrival at Agra, we found the ILS (the only approach for which we had an IAP) was unavailable. Fortunately, it was good VMC, so we just did a visual approach. The main feature of the trip in the dark to the hotel was the incredible traffic. This has to be the definition of anarchy. But we arrived unscathed.

Stay tuned.

Al

Dubai to Seattle with Al Hepburn Part 2

Dubai was rather interesting, but the whole place is kind of like an oversized American theme park. Construction is evident everywhere. Virtually the whole place was built within the last ten years. Took a desert safari where they take you out and drive you around the desert in SUVs. There are dozens of them out there driving around the dunes which are composed of very fine wind blown sand.

Our departure was delayed by lack of action on the part of the client, and (sorry Trevor) by a glitch in Eurofpl. The locals insisted on adding "R" to the equipment codes, despite the fact that we had G there already, and when did that, we got some kind of weird error (R added and not something or other), which forced us into manual filing. That took a while. Eventually, we had an uneventful flight down to Muscat, arriving after dark. No language problems, because all the controllers are Brits, US etc.

As far as we can see in the dark, Muscat is a lot more interesting and beautiful. We don't know whether we will get out tomorrow or not. Lots of convective cloud with out destination VAAH just on the edge of it. Stay tuned.

Al

Dubai to Seattle with Al Hepburn Part 1

Well-known (at least to Flight 8 members) globe-trotting pilot Al Hepburn of Pembroke, Ontario is off on another adventure and the Flight 8 blog will be posting updates from Al as he does his trip.

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Al explains the trip:

The proposed route is Dubai – Muscat – Amehabad, India – Agra, India, Kolkuta, India – Bangkok – Vientanne – Ho Chi Minh City – Hong Kong. At this point, there’s a big question mark on whether my client, Wei Chen (his website) will be able to fly in to China. He has apparently located a Chinese pilot to help him do this. I was not interested in flying in an environment where ATC was not in English. After China, the plan is to proceed to Seattle via Sakhalin, Russia – Petropavlovsk – Anadyr and Anchorage Alaska. Wei’s main objective appears to be publicizing his trip. He has several publicity events set up that cannot be missed. No harm in hoping, I guess.

There’s a well known quote by Robert Burns, Scotland’s national poet: “The best laid schemes o’ mice and men gang aft agley (often go wrong)”.

At this point, the major challenge appears to be getting through the monsoon in India, which sounds kind of scary. You can get an idea of the weather in close to real time by looking at this website.

Remember, India is Z+5.5 hours. Although I intend to use Eurofpl to file the flight plans, there is no real-time tracking available in that part of the world, though Wei does carry Spidertracks which provides tracking to those with whom he is in contact.

The other challenges are the Indian bureaucracy, and what will happen in China. If I’m off the program for 10 days while Wei is in China, Carolyn may come out to Hong Kong to join me. Since Russia is now a known quantity, the bureaucracy there does not loom so large as it otherwise might.

The equipment, by the way, is a TBM 700, which cruises around 275 knots at FL270, and at a stretch can fly 1500 nm.

So, I’m off to Dubai tonight. I’ll send a progress report when there is some progress to report. Wish me luck. Stay tuned.

Al Hepburn

Leavens Aviation Closing

Leavens Aviation, in business since 1927 as an air carrier, aircraft manufacturer and more recently as a parts supplier and engine overhauler will be closing on 31 August 2011. In a recent e-mail to customers the management explains the move:

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June 15, 2011

Dear Valued Customer:

As you're probably now aware, Leavens Aviation Inc. has decided to wind-up its operations. After 84 year in the aviation business this is, of course, a very difficult decision but one which we, as a family, felt needed to be made.

Our initial plan had been to wind-up the Parts side of the business and, under different Leavens' ownership structure, keep the shop side of the business going. That, unfortunately, couldn'tbe accomplished.

However, our Propeller, Accessory, Hose and Cable shops appear to have found a new life. two of our long-serving employees (George in Propellers and Harry in accessories) have acquired the shop tooling and equipment and are looking to make a new start in partnership with Quantum Aviation. I hope that you'll hear news from them in the very near future.

Also, we've been able to sell our Engine shop tooling and equipment to the Brampton Flight Centre and I hope thatyou'll hear news from them in the near future as well. Between now and then, however, we still have a few engines on the shelf, deeply discounted and ready to ship. Please review the attached Engine Sheet and let me know if you have any interest.

As to our timeline, we've conditionally sold the Mississauga building and are working to be moved out by August 31, 2011. (We'll still be available after that point, cleaning up our books and records and winding-up the financial side of things.) We're busily selling-off all of our parts inventory and appreciate all of the support that you all have shown during recent weeks. We still have quite a bit of inventory, and some real bargains, remaining.

Thank you all for your business and support over the years and for your many kind words during the past few months. If anyone requires advice on whereto turn for alternate supply sources, please don't hesitate to ask us.

Sincerely yours,

Jeff, Lea Anne, Heather & Bruce Leavens
Leavens Aviation Inc.
(905) 678-1234 ext 211
1-800-263-6142

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The company website does not currently reflect this information, but a call today to the company confirms that it is accurate and that the website will be updated soon.

CYOW Noise Management Committee

Cessna 150

Single engine light aircraft like this Cessna 150 draw a high share of noise complaints at Ottawa’s International Airport.

I attended Ottawa International Airport Authority’s Noise Management Committee meeting 7 June 2011. There is good noise news and bad. First the good news, Ottawa really does not have a noise problem. There was a increase in complaints from 55 in 2009 to 81 in 2010. At the same time there was a small increase in aircraft movements from 129,773 to 132,322. For every 1000 aircraft movements there are .61 complaints. I don’t have statistics for other airports but I am told that this is low in comparison with other major Canadian airports. As one would expect the majority of complaints come from residential areas, particularly for departures to the north that fly over the city off runway 32. Complaints generated by noisier aircraft like First Air’s now retired Boeing 727s have dropped. First Air replaced their B727s with Boeing 767s which are significantly quieter. Still military and noisier civil aircraft such as the older Boeing 737s generate some complaints. The airport is considering modifying its noise abatement procedures to limit the times of day when these noisier aircraft (Chapter 2) can operate. Such a change would be voluntary for Military activities.

The bad news is that many complaints are generated by light flight training aircraft operating on runway 04-22. Unfortunately the flight schools based at the airport chose not to attend the meeting. To mitigate this noise the Airport Authority is asking flight training and itinerant aircraft to turn crosswind after takeoff from runway 22 along Merivale Rd. I saw no reason why this could not be done to help mitigate noise. It would have been helpful if the based flight training operators had been at the meeting to comment on the proposal. My concern is that itinerant pilots likely would not know which road is Merivale Rd.

It was noted that there are a couple of repeat noise complainers, particularly about light aircraft. This is likely true at all airports. Nonetheless, if we can make safe small changes to our flight paths and practices to mitigate these complaints we should do so.

This figure shows current flight paths in blue along with the noise sensitive area in red. Following Merivale Rd. rather than over the noise sensitive area will not be difficult. Instructors can easily show student pilots the preferred routing to avoid noise complaints. This will move the downwind leg of the circuit farther from the airport and potentially increase risks if an engine failure occurs.

The other unusual complaint is generated by police aircraft. The Airport Authority obviously has no responsibility for this noise, although they do log the complaints. It was suggested that the police consider installing a quieter muffler system similar to those in use in Europe.

Interestingly there was also a discussion of the language used in Noise Abatement procedures, particularly, turbo-prop vs Turbo-jet. Apparently some more modern Turbo-fan aircraft do not believe the noise abatement semantics applies to them?

We light aircraft operators can do our part to mitigate aircraft noise that disturbs our neighbours. We certainly don’t want to see the Airport Authority give up on the north field and close it just because of noise we can control. Let’s do our part!