November 2013

THE PATRICIAN NOVEMBER 2013

The Victoria Flying Club ~ Aviation Excellence Since 1946

WW2 Squadron pilots stand easy in a Patricia Bay hangar.

Photo from G. Lawson Collection via Atlantic Aviation Museum www.vintagewings.ca Full story on page 9.

GROUNDSCHOOL SCHEDULES | CLUB NEWS | FIRST SOLOS | PHOTO CONTEST

THE PATRICIAN NOVEMBER 2013

Monthly Newsletter of The Victoria Flying Club - Aviation Excellence Since 1946

“To promote flying and aviation in general, and to teach and train persons in the art and science of flying and navigating and operating all manner of heavier-than-air aircraft.”

In This Issue

5 CADORS Corner

(Victoria Flying Club Incorporation Bylaws, 1946) Board of Directors

9 History of Patricia Bay Air Station

President.........................................Don Devenney Vice President...........................Ramona Reynolds Secretary......................................Colin Williamson Treasurer...........................................Wayne Clifton Directors..........................................Dave Gagliardi Steve Demy Dave Gustafson Cal Mjolsness General Manager.................................Gerry Mants Chief Flying Instructor....................Graham Palmer

Gettin’ There - CYVR

15 Rules, Equipment and Risk Management ~ Andrew Harton

1852 Canso Road Sidney, BC V8L 5V5

www.flyvfc.com info@flyvfc.com Phone: 250-656-2833 Fax: 250-655-0910 The Patrician accepts unsolicited submissions. Editor: Christie Hall thepatrician@shaw.ca Midnight Design & Communication info@midnightdesign.ca

November 2013

This publication may be reproduced in whole or in part, with prior permission of the publisher or author. The opinions expressed are strictly those of the authors.

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News from VFC

VFC News

CoPilot Course

The Victoria Flying Club is pleased to announce a new Course offering: The CoPilot Course. Created specifically for your favorite flying companion, this course is also an ideal way to introduce anyone curious about learning to fly into the world of aviation. Course objectives lay out a framework which allows a prospective CoPilot to enhance their present enjoyment of flying by providing practical flight skills, as

well as knowledge of radio & airport procedures, navigation concepts, and weather considerations.

The course consists of 3 lessons in the Flying Club’s Redbird Simulator, and 3 Flights in a Cessna 172SP. CoPilots will learn the basic fundamentals of aircraft control, including: Straight & Level Flight, Turning, Climbing & Descending, as well as basic Take-off & Landing Practice.

Included with the course are selected Ground School Topics, and the issuance of a Radio Operator’s Certificate. A CoPilot may start Training at any time, and all Simulator & Flight Experience logged is creditable to a Private Pilot Licence should one decide to continue. We are pleased to offer the CoPilot Course now for only $995; contact the office for details and to take advantage of this introductory rate! This year, give the gift of flight for Christmas!

Reminders • The VFC office is currently open from Monday to Friday, from 8am to 7pm. • The office will be open 8am-5pm on Remembrance Day, however, instructors will not be on duty. • If you have booked a flight that will occur after hours, please call the office while the staff is there to make arrangements. • Now is a great time to complete your Night Rating! Talk to your instructor today to get going! Note: The quiet hours pricing remains in effect, making a Night Rating even more attractive! Aviation Excellence Since 1946

November 2013

Photo of the Month

Photo of the Month Thanks to Dave Richardson for submitting this month’s winning photo. “SDZ returning from a recent trip to Chilliwack. Unfortunately, it’s only iPhone quality and does not do justice for one of the most spectacular flights I’ve ever been on.... There’s plenty of pics but this one was my favorite.” Send your best aviation photo to thepatrician@shaw.ca for your chance to win great Pilot Shop prizes. Every submission is entered into a yearly draw for a $100 VFC Gift Certficate. Keep your camera in your flight bag!

November 2013

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VFC News

COUNTRY NIGHT AT VFC Saturday November 16 7pm Featuring Clint Hanson com . c i s u m n o s clinthan

Award winning musician with over 200 titles to his credit. Born in the wild northern Canadian frontier of Fort Nelson, he now makes his home in Victoria. While he performs all over North America, including Nashville, his performances on Vancouver Island have drawn capacity crowds at every show for over seven years.

Live Music Dancing Great Food Cash Bar Victoria Flying Club - 1852 Canso Rd. Sidney Tickets: $25 from the VFC office 250-656-2833 or www.flyvfc.com Aviation Excellence Since 1946

November 2013

Flight Training

CADORS CORNER By: Graham Palmer, CFI On March 27th, 1977 the world witnessed Aviation’s most horrific accident. On the Spanish Island of Tenerife in the Canary Islands, 583 people died when two loaded Boeing 747s (KLM Flight 4805 and Pan Am Flight 1736) collided on the main runway at the Los Rodeos Airport. While there were many causal factors associated with the incident, this accident was a result of a Runway Incursion. For readers new to CADORs Corner, Transport Canada collects aviation occurrence infor-

November 2013

mation through the CADORS (Civil Aviation Daily Occurrence Reporting System) reporting process; the system is intended to provide initial information on occurrences involving any Canadian-registered aircraft as well as events occurring at Canadian Airports, and in Canadian Airspace. In an effort to develop awareness, and enhance VFC Member Safety, CADORS Corner shares monthly member CADORS information, and suggests strategies to help mitigate future reoccurrences. In this month’s column we will focus again on perhaps one of the most hazardous situations a Pilot could be faced with while operating from the Victoria International Airport, the Runway Incursion. A Runway Incursion is a situation where an Aircraft or Vehicle

crosses a Runway Hold-Short Line without an Air Traffic Control (ATC) Clearance to do so. This year, over a two week period from the end of September into early October we experienced two Runway Incursions (CADORs 2013P1597 and 2013P1681), while it was fortunate that these two incidents did not result in an accident, the sobering reality is that they could have. Unfortunately, Club Members have generated five of the twelve Runway Incursions that have occurred at the Victoria International Airport year to date. Even though VFC contributes heavily to the total annual Victoria Airport Aircraft Movement Statistics, 5 incursions in just over 10,000 hours of flying is a statistic that we shouldn’t be proud of.

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Flight Training The Victoria International Airport has a relatively complex runway operating environment. Runway 09/27 is the predominantly active runway due to prevailing winds, however for efficiency purposes Victoria ATC will cross arriving and departing traffic on runway 13/31 and 03/21. Depending on traffic flows, runway 13 will be used for landing Commuter Aircraft in-bound from Vancouver (CYVR), after a turn-around at the Main Terminal; out-bound aircraft will depart back to CYVR off Runway 03. For these reasons, aircraft receiving Taxi Clearance to and from the Club may be asked to hold short of either runway. Due to the possibility that an Aircraft could be on approach or departure from either runway, the risk of a catastrophic collision is quite high. Therefore it is imperative that you remember if you have been issued a hold short restriction.

can vary from Pilot to Pilot, there are certain strategies I will suggest you consider in order to help prevent you from experiencing a Runway Incursion.

Over the years, because of the frequency of Runway Incursion occurring at these crossing runways, the area formed between runways 09/27, 13/31, 03/21 has been affectionately nicknamed the “Devil’s Triangle” (as seen on the left). Should a Runway Incursion occur, it will most likely happen here.

“Taxi Sierra & Echo, Across Runway 03, Hold-Short of Runway 13”.

As we know, ATC will not authorize Taxi without a Pilot “readingback” a hold-short restriction; therefore if a Pilot acknowledges a hold-short restriction, they are responsible to employ their own personal system to remember to hold-short. While techniques Aviation Excellence Since 1946

For my Students and Instructors, acknowledging any Taxi Instruction with only the aircraft registration, whether a hold-short is assigned or not, is unacceptable. Reading-back the entire routing and runways to be crossed is the most professional way to respond to a Taxi Clearance. Disciplining oneself to always copy down an assigned taxi route is the trait of a Professional Pilot; even if the Pilot taxis the same route every day. Below is the technique I have always used to copy my taxi clearances:

In addition to copying down, and reading back a “Full-Route” Taxi Clearance, try to determine why a hold-short restriction was assigned in the first place; always look left and right when approaching each intersecting runway. Obviously identifying an Aircraft lining up for Departure, or an Aircraft on Approach provides an additional reminder of a hold-short requirement. Furthermore adapting a “Sterile Cockpit” environment dur6

ing the critical phases of flight, meaning that everyone in the aircraft refrains from engaging in non-essential conversations and activities during all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 2,000’ or within a Control Zone. If you feel that the “Sterile Cockpit” concept is not for you, consider utilizing the “Pilot Isolate” feature on the Comm Panel; this switch essentially cuts the PIC out from the rest of the intercom. Your passengers will still be able to communicate amongst themselves, but more importantly you will be able to concentrate on monitoring the radios and focusing on communication when approaching all hold lines. Regardless of the techniques you use to remember that you have acknowledged a hold-short restriction, it is imperative that you hold-short of the runway. Remember that Runway Incursions continue to remain one of Aviation’s greatest hazards, and it rests upon us to do what we can to mitigate them. With the privileges granted by a Pilot Permit or Licence, we accept a many responsibilities including that of Safety. And when it comes to Aviation Safety, I’ve been heard to say: “Don’t let the sole purpose of your life; simply serve as a warning to others…”

November 2013

Mystery Aircraft

NOVEMBER MYSTERY AIRCRAFT Can you identify the aircraft shown here? Email: thepatrician@shaw.ca

October Mystery Identified From Tim: First of all, this one needs a clue: Be sure to smell a rat. Identify the location and go from there. Answer: This month itâ&#x20AC;&#x2122;s the Embraer EMB-810 which is one of a range of Piper products made under licence in Brazil. As far as I know none are eligible for C of A in Canada or the US. Correctly identified by: Daryl Williams, Bruce Ralphs,

November 2013

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Flight Training

PRIVATE PILOT GROUNDSCHOOL Monday and Wednesday 1900-2200 Victoria Flying Club Classroom

NOTE: NO GROUNDSCHOOL ON OCTOBER 14, OR NOVEMBER 11 DATE TOPIC INSTRUCTOR

Nov 04 Meteorology Tyler 06 Meteorology Tyler

Flight Operations

Colin

Flight Operations

Colin

Navigation

Brendan

Navigation

Brendan

Navigation

Brendan

Dec 02

ATC

Jason G.

04 Review Colin

To Register for Groundschool, or to purchase a Groundschool Kit, please contact the Victoria Flying Club office at info@flyvfc.com or 250-656-2833.

VFC CHARTER SERVICE Be There in Minutes!

Fly between Victoria and destinations on Vancouver Island and the Lower Mainland. Charter an aircraft and take up to 3 people. (restrictions apply)

For more information or to book a flight Email: tedk@flyvfc.com Call: 1-250-474-0213 Aviation Excellence Since 1946

November 2013

Feature Article

Remembrance Day - November 11

History of Patricia Bay Air Station

(from the BC Aviation Museum Website: www.bcam.net/bc-aviation-museum-history.html)

In the 1930's, with the threat of war looming on the horizon, the Canadian Government started looking for likely sites for military airfields. The area of the present Victoria International Airport was selected as it was a large flat place in an otherwise rugged area. In December of 1936, a reconnaissance party under F/L F.J. Mawdsley flew from Jerico Beach, Vancouver, to make initial preparations to establish an air station at Patricia Bay. Surveying for the Patricia Bay aerodrome and seaplane base started on March 29, 1939. On October 22, 1939, R.C.A.F. Flight Lieutenant George Walter DuTemple and Corporal Rusty Hopper left Sea Island in Vancouver at 14:30 hours in an Avro 626 biplane. At 15:11 hours, DuTemple landed his plane at Pat Bay. Shortly after, the Royal Canadian Air Force Ensign was raised over Patricia Bay Air Station for the first time. Since DuTemple’s landing, November 2013

the Patricia Bay Air Station has evolved into one of Canada’s premier airports, the Victoria International Airport. This event was re-enacted on October 22, 1999, and a plaque commemorating the re-enactment placed at the entry to the Museum.

November 1939 Western Air Command moved to Victoria to allow closer liaison with Military District No.11 and in September, 1939, the Royal Canadian Navy at Esquimalt. No. 111 Coast Artillery Co-operation ( C.A.C.) was mobilized with Avro 626 aircraft. The Artillery took over the Jones Farm at Pat Bay for its initial base of operations. Meanwhile the air station was rushed into being. The station was initially intended for the Commonwealth Air Training Plan. There were actually three separate camps using common runways and control tower. • The West Camp, housing the Royal Canadian Air Force No 3 Operational Training Unit, and fighter, and bomber squadrons. • The East Camp, housing the Royal Air Force No 32 Operational Training Unit. This unit trained aircrew from England, Australia and New Zealand. 9

• The Seaplane Base, served also as a coastal patrol base, part of Western Command defense against Japanese submarines. In May 1940, the Royal Canadian Air Force moved into its West Camp with a strength of four Lysanders.

In its early days, the Patricia Bay facility was the third largest station in Canada. Approximately 10,000 military personnel passed through Pat Bay, and at any one time, 3500 could be enrolled in the operational training programs. Aircrew, ground crew and support personnel participated in the training programs. This was the last step in their training and graduates would be posted directly to operational squadrons. Pat Bay was also a base for coastal patrol aircraft and fighter squadrons. This role was particularly important to the defense of both the US and Canada after Pearl Harbor. During the war, many different operational squadrons called Pat Bay their home. One of the aircraft types stationed at Pat Bay, the Bristol Bolingbroke, was the first to successfully attack a Japanese submarine off the West www.flyvfc.com

Feature Article Coast. Many other operational types, such as the Curtis Kittyhawk and Hawker Hurricane fighter were also located here.

ing the war, such as the Bristol Bolingbroke, Avro Anson (under reconstruction) Norseman, and Cessna Crane.

Of course, with training and operational activities, there were accidents. Over 100 aircrew lost their lives. These lives are commemorated in the Memorial Room at the British Columbia Aviation Museum and a plaque at the Victoria International Airport terminal.

Across the road from the Museum is Mary's, originally Mary's Coffee Bar and a wartime hangout. It's still there and decorated appropriately with wartime memorabilia and aircraft models.

Not much is left of the old camps. On the site of the old East camp can be found the British Columbia Aviation Museum. In the Memorial Room of the British Columbia Aviation Museum you will find photographs, models and artefacts that chronicle the military past of the Pat Bay Airport. There is a model of the control tower and a typical W.W.II hanger surrounded by models of each of the aircraft types that were here. In our hanger, there are examples of actual aircraft that were stationed here dur-

At the end of the War, military activity at Pat Bay decreased. The Royal Canadian Air Force lingered until 1952. Today the airport is home to Canadian Armed Forces 443 Squadron. They fly Sea King helicopters and serve with the Canadian Navy aboard Canada’s new Coastal Patrol Frigates. Commercial passenger service started as soon as the runways were ready. Trans Canada Airlines began service to Seattle and Canadian Pacific Airlines had the license to provide service to Vancouver. In 1943, TCA was also granted a license

to provide Vancouver service. In 1948 the airport was turned over to Transport Canada. The name was changed to Victoria International Airport in 1959. This month’s Cover Photo

Squadron pilots stand easy in a Patricia Bay hangar, admiring their newly acquired mascot Queen, another British bull dog acquired, no doubt, to replace the recently deceased King. The photo is captioned “Queen’s Arrival”. Each pilot in the squadron sports a Mae West life vest painted with the new “pugilistic pup” emblem. Photo from G. Lawson Collection via Atlantic Aviation Museum www.vintagewings.ca/VintageNews/ Stories/tabid/116/articleType/ArticleView/articleId/337/language/en-CA/BullDogs-on-the-Coast.aspx

Remembrance Day Ceremonies and Events BC Aviation Museum: 1910 Norseman Rd. North Saanich The Memorial Room serves to honour Canadians who served in various wars, through the display of an extensive collection of artefacts. www.bcam.net Sidney Museum and Archives: Corner of Beacon and Fourth St in Sidney. November features a month long tribute to the military. www.sidneymuseum.ca Aviation Excellence Since 1946

Victoria: 11am at the Cenotaph on the grounds of the BC Legislative Building 614 Government St. Sidney: 10:45 am at the Cenotaph in front of Town Hall. Support our veterans, current military personnel, and cadets as they march down Beacon Ave before the ceremony, at 10:15.

November 2013

Pilot Briefing

GETTIN’ THERE aviation information for local destinations Destination:

Vancouver International (CYVR)

Why Go? There are a ton of reasons to fly to Vancouver. The question you need to ask yourself is “Do I really need to fly to Vancouver?” Vancouver International is a busy place and while they do their best to accommodate General Aviation aircraft it’s pretty easy to see that we really don’t fit in over there. That said, if you avoid peak times, plan your flight well, are professional in your communications with ATC and follow the published procedures a flight into YVR is a great experience.

Also… flying into YVR is not an inexpensive proposition. You’ll be dinged twice – first is the YVR landing fee which, at time of writing, is about $35.00. The second charge you’ll face is the ramp fee charged by the FBO whose ramp you park the airplane on. It does vary but you’re likely looking at a minimum of $50. On the bright side, the FBOs will look after you… welcome mats at your plane, a receptionist who will call you a cab, shuttles to the main terminal, etc. There’s no visitor parking at YVR like there is at the smaller airports.

Getting There

In addition to the “regular” flight planning routines there are a few more things you need to consider when flying into YVR. For example: • Do a thorough review of the CYVR aerodrome NOTAMs and make sure you understand any that may affect your flight. • You’re crossing open water so you want to have sufficient altitude. However it’s a short flight so if you climb too high you’ll no sooner get to altitude then it will be time to descend. • You’ll be traversing several different agencies’ airspace: Victoria Outer Tower, Victoria Terminal, Vancouver Terminal (possibly), Vancouver Outer Tower (S), etc. You’ll want to have their frequencies at your fingertips; • There are VFR transit routes to / from YVR on the VTA that you need to be familiar with; • There are also designated Arrival and Departure procedures for VFR traffic headed to YVR. You can find these procedures on the back of the VTA and in the CFS. You’ll want to thoroughly review and understand these procedures;

November 2013

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Pilot Briefing • Know where you’re going on the field. You can’t stop on the runway and pick an FBO (as a friend of mine did once). VFR traffic bound for YVR will land on Rwy 08R, 26L or (rarely) Rwy 12/30. Knowing that, check the YVR weather prior to departure – you’ll be able to determine the active runway which will help you determine which arrival procedure you’re going to be assigned. Next, check the CYVR ATIS as soon as practical once you’re airborne in case there’s any change to what you planned. I mentioned earlier that you’ll have several frequencies to deal with, right? Here’s a hint to help you with that. When you switch to a new frequency, immediately enter the next one you’ll need as the stand-by frequency. Then, when you get handed off, it’s just a simple button push. As you approach the mainland you’ll likely be in Vancouver Terminal airspace. The “gotcha” here is that they don’t always tell you when to start your descent so be prepared to ask for the descent when you’re ready. Once you get switched to Inner Tower (S) ATC will be busy but probably not any busier than YYJ when the circuit’s full so don’t get flustered. Be prepared for some deviations from “normal” procedures, things like 45 degree approaches to the threshold, being told to keep your speed up or to slow it down, etc. Remember, they’re trying to fit you in around much Aviation Excellence Since 1946

faster traffic so you need to be flexible. Plan your landing to exit the runway as soon as you can (unless ATC instructs otherwise of course). Have a taxiway diagram handy and know how to get to where you’re going. You’ll only be going to the south side of the airport….no main terminal stuff for us GA aircraft. (I guess they don’t have jetways for a C-172). The reverse holds true for your departure. Know the departure route; be prepared for a couple of quick frequency changes and to have the “normal” procedures you’re used to altered to fit the situation.

Local Knowledge As a little airplane at a big airport it’s pretty easy to get lost in the shuffle – there’s a lot going on. Here are a few things to be aware of that you may not find in the CFS or see written down anywhere:

blast a multi-billion dollar biz jet with your prop wash. • YVR doesn’t permit intersection take-offs so a Rwy 08R departure means a long taxi. • If you’re taxiing for a Rwy 08R departure you may be told to “hold short of the CAT II line”. This hold line is well back of the hold line for entering Rwy 08R and is well marked. Crossing this hold line may interfere with the CAT II ILS used by some of the big jets and could result in a go-around for them, so watch for this one.

Weather Since it’s a major international airport there is a ton of weather information available for YVR, including a 30 hour TAF.

Important Links & Contacts Vancouver International Airport:

• If you’re just doing a quick turn-around…picking someone up and then departing right away, for example… you will still need a new transponder code. YVR will NOT recycle your code.

www.yvr.ca

• When getting ready to depart get everything done, including your run-up, before calling Clearance Delivery. You’ll likely do your run-up on the FBO’s ramp so check with them before you start. You don’t want to

www.avitatvancouver.com

Million Air (FBO):

www.millionair.com/FBO/cyvr

Landmark Aviation (FBO): www.landmarkaviation.com/fbo/yvr

Esso Avitat (FBO):

Printed copies of all the Gettin’ There articles are available. You can pick them up at the Customer Service at the Club. November 2013

Achievements

Gordon Ritchie Instructor:Brady Tucker

Brad Townsend Instructor: Brett Stevens

James Yarnold Instructor: Kristen Ursel

Jordan Brockhurst Instructor: Sean Tyrell

â&#x20AC;&#x153;Without disruption of air traffic, these fearless, forthright, indomitable and courageous individuals did venture into the wild blue yonder in flying machines. Furthermore, these skilful ndividuals did safely land said flying machines at Victoria International Airport, incurring no significant damage to self or machine, thus completing first solo flights.â&#x20AC;?

November 2013

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VFC Alumni

VFC Alumni: Yasuhiro Koide, Fukui, Japan Completed VFC Training: 2009, VFC Instructor 2008-2012 Currently: Nor-Alta Aviation, Fort McMurray, AB King Air 200

Getting a Fix on our VFC Alumni Are you a VFC Alumni currently employed in the aviation industry?

1. Your hometown or where you are from.

We would love to hear from you!

2. What year you finished your training at VFC.

Email a photo to thepatrician@shaw.ca with the following information...

Aviation Excellence Since 1946

3. Your current position and what aircraft you fly.

November 2013

Feature Article

Rules, Equipment and Risk Management By: Andrew Harton The tragic crash of Canadian Coast Guard helicopter (CCG) C-GCFU in M’Clure Straight, Northwest Territories and a recent article by the CBC brought to mind the idea of safety and survival equipment aboard aircraft. As a maritime helicopter crewmember in the RCAF (an Airborne Electronic Sensor Operator to be precise) who flies in similar conditions on a regular basis and as a civilian pilot, this accident hit close to home. The 25 September CBC article written by Peter Mansbridge indicated that only one of the three men who perished in the Arctic Ocean was wearing a full helicopter immersion suit, and that only one victim had a life jacket on. These two statements brought to mind the following topics: regulations; equipment; and risk management. We, as civilian pilots in Canada, are required to follow the Canadian Aviation Regulations (CARs) when operating aircraft in Canada or of Canadian registration. Commercial operators in Canada are also required to submit a Company Operating Manual. It is far too early in the investigation to determine whether life preservers were worn, and if so, whether they became detached during the crash or post-crash egress. CARs state that “No person shall conduct a November 2013

take-off or a landing on water in an aircraft or operate an aircraft over water beyond a point where the aircraft could reach shore in the event of an engine failure, unless a life preserver, individual flotation device or personal flotation device is carried for each person on board”. Life jackets are also required if the aircraft is operated beyond 50 nautical miles from shore. In addition, the life preserver shall be in a position that is easily accessible from a person’s seat. Accordingly, the incident aircraft was not be required to have life jackets aboard, but CCG policy dictates that the wearing of life preservers is mandatory for all flights over water.

With respect to club members, life preservers are not required for any VFC flight since all members must sign agreement that, “Club aircraft must be operated within glide distance of shore at all times”. But ask yourself this: do aircraft always perform to the specifications of the POH? Can all pilots glide the distance specified in the POH? When you are over the Strait of Georgia, on your way to Chilliwack for pie, should you carry life preservers in the aircraft? Where do you stow them so that they are easily accessible (Hint: Not the cargo compartment)? As a helicopter crewmember, I realize the increased risks of flying helicopters low over-water.

RCAF regulation requires immersion suits over water that is below 13°C. The water temperature on the day of the C-GCFU occurrence was 0°C. According to the CARs, if the water temperature is below 10°C and the helicopter is required to carry life rafts, then immersion suits shall be provided and the PIC shall direct each person on board to wear it. However, multi-engine helicopters are only required to carry life rafts if they are operated beyond 50 NM from shore or 30 minutes cruising time. I am unaware of CCG policy on immersion suits, but if they are only required to follow CARs in terms of life rafts and immersion suits, then again, the aircraft was not required to carry a life raft and the passengers were not required to wear immersion suits. In the occurrence aircraft, as reported by CBC, only the pilot was wearing a proper designedfor-helicopter survival suit. The passengers were wearing what is often known as a “floater suit”. I will address the differences further in this article. The pilot, sadly, was found with his suit only partially zipped up. According to CBC, this is a common practice between pilots as the suits can get quite warm. According to the CBC allegation, it begs the question: how can a single pilot control a ditching helicopter and zip up his suit at the same time?

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Feature Article

As stated earlier, the pilot was wearing a helicopter immersion suit. These suits are designed to remain completely dry on the inside while keeping the wearer warm in cold water. The wrists and neck seals keep all water out. They are issued to military and civilian helicopter crews and are designed to keep the wearer alive for over 6 hours, as most rescues will likely have to come from a fair distance away. “Float suits”, on the other hand, are weatherproof suits filled with foam for floatation. Their design is for maritime use, not aviation use, to keep you warm while working on the upper decks of a ship and float if you were to fall overboard. They have mild

protection against cold water, as they are seam-sealed and incorporate straps that need tightening around wrist and ankles upon immersion. If properly fitted, an immersion suit can assist in survival for up to two hours. The survivor’s body warms the water that enters the suit, and keep the wearer alive long enough for the ship to launch a recovery boat. In the C-GCFU incident, the aircraft was working within 5 kilometers of the ship, but recovery did not occur until an hour later. In this relatively short period, two of the crewmembers wearing “floater suits” perished due to hypothermia. Had they been properly wearing helicopter dry immersion suits, this tragedy might have been avoided.

Aviation Excellence Since 1946

You might ask, “I fly airplanes not helicopters a few feet over the water, what can I take away from this?” Knowing your equipment is essential when operating in austere environments. Know the purpose of each piece of survival/safety equipment. If you are unsure, seek advice. Would you ride a motorcycle with a hockey helmet? Is the sleeping bag you’ve packed in your survival kit rated for a night along your route of flight? (Remember higher altitude mountains) My last topic is risk management. VFC offers Human Factors and Pilot Decision Making during ground school. I have also had many Human Performance in Military Aviation November 2013

Feature Article briefings. Risk management and the Swiss Cheese Model are two topics germane to both presentations. When we fly, we accept a certain amount of risk. We do our best to evaluate and manage these risks through education. Survival is discussed rarely in the civilian world due to the rarity of the occasion, hence its low study priority. Most of us want to spend time practicing that perfect landing, or studying proper radio procedure, instead of learning the technical specifications of our life jacket and the search and rescue resources in a particular area. Because something occurs infrequently doesn’t mean we should have less awareness of it. I wear an immersion suit and life preserver on a regular basis in military flying, because despite the discomfort, doing so could potentially save my life. Another relevant example concerns the risk of flying over sparsely populated mountainous regions of British Columbia. Are you prepared to spend the night on the side of

a hill? Think of that next time you decide not to take the 20lbs survival kit. While we cannot identify all risks, our goal should always be to reduce the number of holes in our Swiss Cheese Model to prevent alignment of the holes and possible tragedy. Finally, my intent in this article was to bring to light appropriate risk management, the need to understand the capabilities of your equipment, and the possibility of needing to go above and beyond minimum legal requirements for safe and effective flying operations. Just because someone doesn’t tell you to do it, doesn’t mean it’s not required in terms of your safety and survival. Do you always fly to minimums of 30 minutes of fuel? There are many nearly identical accident reports on the Transportation Safety Board of Canada website. I recommend reading these reports to identify what patterns you may have developed and how you might avoid them.

Reference Documents: http://www.cbc.ca/news/ arctic-helicopter-crash-detailsemerge-1.1868535 http://www.cbc.ca/news/canada/ north/coast-guard-helicoptercrash-victims-died-of-hypothermia-1.1858263 http://www.mustangsurvival.com/ recreational/ms-195?division=pr ofessional&country=23 http://laws-lois.justice.gc.ca/PDF/ SOR-96-433.pdf http://www.bst-tsb.gc.ca/eng/ rapports-reports/aviation/2005/ a05a0155/a05a0155.asp http://www.bst-tsb.gc.ca/eng/ enquetes-investigations/aviation/2013/a13h0002/a13h0002. asp

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Achievements

VFC MEMBER ACHIEVEMENTS New Members John Dunk Nathan Gillert James Knie Stephen Johnson Henry Sukardi Marc Mercier LouAnn Livermore Andrew Reynolds Harrison Fletcher Sheridan McGrory

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November 2013

VFC Classifieds Aircraft - Accomodation - Aviation Books and Gear - Help Wanted - Miscellaneous Email the details of your FREE Ad to: thepatrician@shaw.ca

AIRCRAFT FOR SALE! Offers on $30,000

Economical fun 1966 Alon A2 Aircoupe 2 Radios, intercom GPS TTSN 2370.2 TTS Major O/H Continental 90 HP with all new components 223.0 Photos of all stages during O/H. All Logs since new! Only reason for selling due to unexpected illness! Al Whalley 250-380-2502 email alonflight5@shaw.ca

VFC SMILE CARDS Pick up your smile card today at the VFC office, and 5% of your grocery purchase will go towards creating scholarships and awards for VFC members. Thank-you Thrifty Foods! To date, the Victoria Flying Club has received over $12,000 from

the Thrifty Foods Smile Card program. These funds have been appreciated by all members of the club. Thank-you Thrifty Foods!

November 2013