The Patrician, November & December 2022

NEWS Around the Club

Happy Holidays from all of us at the Victoria Flying Club ! No matter how you celebrate this festive season, we hope that it's safe, fun, and with clear skies.

THE VFC IS HIRING!

Are you or someone you know looking to break into the world of aviation? The VFC is still looking for a qualified individual to join our ranks as Flight School Line Crew! This critical role ensures that aircraft are fueled, cleaned, and ready for takeoff, as well as other important duties. Do you know someone looking to get their start in aviation? Send them the full details of the job, found here: http://flyvfc.com/jobs

CALLING ALL LOVERS

Do you have a story about love and aviation? If so, the Patrician wants to feature your story in our Valentine's Day issue! Send your stories and photos to the editor at: vfcpatrician@gmail.com

THE VFC TOY DRIVE DELIVERS!

This year the VFC helped participate with Santa Flight to provide donations to the Gazette Christmas Hamper Fund!

All told, the VFC (in conjunction with other participating aviation groups) flew five planes into Port Hardy, each loaded with toys! These donations provide much needed joy and holiday cheer to families, but to children in need, these toys are so much more. One might even say it gives them Ho-Ho-Hope!

Thanks to everyone who donated toys, time, or energy to this fantastic cause. Merry Christmas and a Happy Holiday season to all! (Photo courtesy of the North Island Gazette.)

JAN

JAN

Know of an aviation-related event that's not listed? Let us know at vfcpatrician@gmail.com!

Sustaining and Lifetime members:

15% discount on Cessna rental rates and purchases in the Little Pilot Shop.

10% discount for everyone who pays fully in advance for their annual aircraft parking fees for 2022 only!

GORD WICKS

April 14, 1930 – November 14, 2022

Sadly, after many years of work, flying, instructing and other adventures, our dear friend and fellow Victoria Flying Club member Gord Wicks has left us for bluer skies.

Many of us have fond memories of Gord from the very beginnings of our flying careers to the present including initial flight training or as a casual co-pilot on some of the Club’s Fly outs. In the Fall of 1970, at what had yet to become Camosun College, Gord was the instructor on the Private Pilot Ground School course. His aviation knowledge and calm presentation style helped to make learning much easier. Although not aground school or flight instructor at Victoria Flying Club, Gord was a lifetime member of the Club and participated in many of our flyouts and events.

It was always a pleasure to have Gord as co-pilot, navigator or just a passenger along on a flyout. Even during those frightening moments that sometimes occur during a flight, Gord’s presence had a calming, reassuring effect on the pilot in command. Many Victoria Flying Club members have fond memories of their flights with Gord.

In another of his flying adventures, Gord became one of the local pilots with CASARA, a vital, volunteer organization formed to assist in air search and rescue cases.

Even on his final flight, Gord Wicks was a pilot extraordinaire, a consummate gentleman who loved flying and was a good friend to us all. Although we shall miss him, we know that he will still be with us on our next flight. Happy landings, Gord.

- Eleanore Eastick, Dan Waldie, and Larry Dibnah

THE PROFESSIONAL PILOT

by David Gagliardi

“‘Professionalism’ is commonly understood as an individual’s adherence to a set of standards, code of conduct or collection of qualities that characterize accepted practice within a particular area of activity” Universities UK et al. 2004

Professional pilots embody the attributes in the definition above. Being a professional pilot has nothing to do with what license you hold it is ultimately about the attitude with which you approach flying. This article is a first in a series that will examine aspects of piloting light aircraft to a professional standard.

Today’s topic is the use of checklists.

Checklists often do not get the respect they deserve. Used well they significantly contribute to flight safety, used poorly they can actually reduce flight safety.

There are 2 kinds of checklists applicable to the operation of light aircraft:

1) Do Lists: These are written checks where the action is read and then done, for example on the prestart checklist: “circuit breakers... checked”

2) Checklists: These are written checks where the actions are first done from memory and then “checked” against the written checklist, for example on the prelanding checklist “Mixture... Rich”

As a general rule “Do Lists” are used when the aircraft is stopped or in cruise flight. “Checklists” are used when the aircraft is in motion and reading and doing a Do List may result in an unacceptable distraction. The prelanding check list is a good example where the checklist philosophy is usually employed. While the memory actions should still be checked against the written checklist it is understood that there

may be a delay or even that it is not practicable in some circumstances to go heads down reading the checks without reducing flight safety. Having a practiced flow will greatly improve the efficacy of these type of checks. By flow I mean you have practiced the physical actions enough that muscle memory helps you get all actions done quickly and completely.

Effective use of checklists requires checklist discipline. This means accomplishing checks in a deliberate and unhurried fashion without distractions. If you realize you have skipped an item on a check the best practice is to start over. Finally, you should be sure you not only understand “what” you are checking, but also “why”. If you have any questions on why a particular check is called for, or what exactly you are looking for, talk to one of the instructors to clear up any confusion.

There are 3 different types of checklists

1) Normal Checklist: As the name implies these are used for usual operations like the prestart checklist

2) Abnormal Checklist: These are for issues with the airplane that need attention,but an urgent response is not required

and have no memory recall actions. Examples are illumination of the low voltage light or landing with a flat tire.

3) Emergency Checklists: These are checklist which are for situations which require immediate actions. They will include actions which must be done from memory and follow-on actions which can be read from the checklist.

Memory actions are identified in Section 3 of the C 172 Pilot Operating Handbook (POH) by being shown in bold type (note, memory actions are sometimes referred to as “bolded actions”). Therefore, emergency checklists are used initially as a “checklist” with the first, vital actions, completed by memory and then checked on the checklist followed by the remainder of the checks completed as a do list.

Every pilot should know and have committed to memory all the memory items on every check in the POH emergency checklist. Abnormal checklists should never be completed from memory and the expanded explanatory text in the last part of section 3 should be consulted when time and circumstances permit. In addition, it is worth reviewing the systems descriptions in Part 7 of the POH as it will often information regarding abnormal procedures for some of the systems. For example, the description of the aircraft braking system has valuable information on how to recognize and handle an impending brake failure.

Checklist discipline and effective and efficient use of checklists increase flight safety and are an example of professionalism in a pilot regardless of their experience level or license held.

The Professional Pilot

Furthermore, these skillful individuals did safely land said flying machines at Victoria International Airport, incurring no significant damage to self or machine, thus completing first solo flights."

GROUND SCHOOL SCHEDULE

COMMERCIAL PILOT LICENCE GROUND SCHOOL

CPL #23-03: JAN 07/2023 TO APRIL 30/2023 Sundays (18:00 - 21:00)

PRIVATE PILOT LICENCE GROUND SCHOOL

PPL #23-01: JAN 07/2023 TO MARCH 11/2023 Saturdays (09:00 - 16:00)

PPL #23-02: JAN 08/2023 TO MARCH 12/2023 Sundays (09:00 - 16:00)

VFC MENTOR PROGRAM

There's no better gift than knowledge. Do you want other pilots to fly with, split flight cost, share knowledge, or get help getting to a new airport for the first time? Find potential mentors and their resumes posted on the Mentors bulletin board beside the Dispatch counter. Contact details are on each mentor's resume or you can email mentors@flyvfc.com for more information.

Interested in becoming a mentor? There's always room for more experienced pilots! Send an email to mentors@flyvfc.com for more information on how to join up!

Individual tutoring is also available for PPL and CPL upon request.

Confirm your attendance by contacting: Neil Keating: (204) 291-9667

Interested in prime paved parking spaces for your aircraft? Good News: there are spots available!

Secure, pull-in/pull-out, easy access. Call Dispatch at 250-656-2833 to arrange a spot or to get on the waitlist for hangar spaces!

New Members &

Ground School Schedule

Suzanne Fletcher

Fannuel Nsingo

Alexander Wenzowski

Kristopher Tamchy

Tim Gleeson

Trey duMonceaux

Kazuki Akasaka

Happy Deliva

Desire Karanja

Michel Seguin

Rowan Steele-McGutchen

Rocklynd Bozak

John Kirbyson

Eleanor Leith

Tiffany Kanda

Timothy Townley

Nathalie Chambers Kaneasha O'Brien Juan Cobo

PROFILE: ALLAN REMPEL

Allan's interest in aviation began when he was 10 (about the same age his son is now), reading up on airplanes and helicopters and how to fly them in the World Book Encyclopedia. But he didn't have any aviation influences in his life at that time, and didn't begin flight training until he finished his computer science degree, when he responded to a local TV ad from Mitchinson Flying Service in Saskatoon and took his first discovery flight. Work took him to Pittsburgh (where he tried skydiving) and Vancouver, and he finished his PPL in Chilliwack after finishing his masters degree at UBC.

A week later he moved to California to begin working on software for animated movies at Disney in Burbank, and his office happened to be in the actual building that was previously owned by Lockheed, in which the SR71 and Stealth aircraft were designed. He joined the Caltech/JPL Flying Club based at KEMT (El Monte, now called San Gabriel Valley) and became its Treasurer. While there, he got to fly with actual rocket scientists working at the NASA Jet Propulsion Lab, and got to represent the Club at the annual

JPL Open House. The Club had a wide range of aircraft from 152s to a 182RG and Piper Turbo Lance (and later a Cirrus SR-20) and Allan enjoyed flying them all, eventually getting instrument, commercial, and instructor certificates. He also took a 12-lesson aerobatics course with Rich Stowell (who has trained some professional airshow pilots) at Santa Paula, flying a Citabria, Decathlon, and Pitts Special. One of his most memorable flights was as part of a 9-plane convoy flying along the San Andreas Fault with scientists and civic officials while a Caltech geologist narrated the features they were flying over on an air-to-air frequency.

Work brought Allan back to Canada, and he moved to Richmond and began flying at Langley, getting his Canadian CPL, but with the airport further away and flying more expensive, he logged far fewer flight hours than in California. He flew with a friend from ZBB to Oskhosh in 2004 in his friend's 182,

PROFILE

Allan Rempel

which has since been bought by a group of local pilots and is now based here at YYJ! One great way to motivate flying is training for something new, so he got his float rating at Fort Langley. While working on his PhD in computer science at UBC, he met Stephanie from Victoria and began making trips across the water. Then Stephanie and Allan got married, Grayson was born, and Allan moved to Victoria and joined the VFC. He became a Life Member of the Canadian Owners

and Pilots Association and also the Co-captain of the local chapter COPA Flight 6, joined the BC General Aviation

online community, and is a regular attender at the IFR Roundtable held monthly at the Club. He applied to the 2016

astronaut recruitment for the Canadian Space Agency, and from over 7000 initial applicants, he made the cut to the final 300, but not the final 160. Of the final 72 whose names were published, 2 of them were members of the Caltech/JPL Flying Club.

After flying many Pipers and Cessnas, Allan's favourite plane was the 182RG that he flew extensively in California. But when he was finally able to afford one, he found and bought a 1964 Cessna 210D, which is extremely

similar except for an additional 50 hp and extra rear child seats, perfect for Grayson! It's not fancy but it's a great utilitarian vehicle that gets the job done. After he bought it he looked up and contacted the plane's previous owners to get more insight into best practices for owning and operating the aircraft, and became friends with a previous owner who was a serious instrument pilot and flight instructor and had put about 2000 hours on the plane over the 20 years that he owned it, and was also an

accomplished academic and former President of Brandon University. One summer, Allan flew with the family to Winnipeg, and managed a side trip to Brandon to fly with him and his wife in their former aircraft a few years before he passed away.

Allan is a volunteer pilot with both CASARA/ PEPAir for search and rescue, and Angel Flight for flying patients from remote locations around coastal BC to their medical appointments in larger cities, both of which have provided

opportunities for memorable flights. Angel Flight provides both the privilege of connecting with and helping cancer survivors and also rare opportunities to fly to exclusive destinations like YVR and Comox. CASARA meanwhile trains to serve as a force multiplier for military SAR assets and has done joint training

with 442 Squadron and Royal Canadian Marine SAR as well as disaster preparedness exercises with Emergency Management BC.

Allan enjoys the freedom of having another way to cross the water and visit family, normalizing GA for future generations, writing to political leaders to advocate for GA as

a critical component of our national and global transportation infrastructure, and showing Grayson and his friends that ordinary people can fly. He plans to use the free flight time for his first (nonsimulator) multi flight in the Seminole and begin a new count in one more column of his logbook.

PROFILE Allan Rempel

NORTH OF SIXTY

NORTH OF SIXTY

FLYING IN THE NORTHWEST TERRITORIES

FLYING IN THE NORTHWEST TERRITORIES

Ihad been working as a university ecology lecturer in South Africa for four years, which meant I was due for a six-month sabbatical to conduct a solid stint of field research. At the time, I had only carried out ecological studies in

By Derek Melton, Sustaining

Africa, so where better to go for a change than the Arctic? My family was not too enthusiastic for such a dramatic shift, but I think it all worked out well in the end. I arranged to study feeding behavior of wood bison in the Mackenzie Bison

Member

By Derek Melton, Sustaining Member

Sanctuary (MBS) of the Northwest Territories (NWT). I would be joining a research group led by Dr. Cormack Gates who was based in Fort Smith. I had about 600 hours flying time in C172s and a C210, mainly doing wildlife surveys. Although I had a

South African license, I had kept my USA PPL valid with a recent medical in the States. Since the paperwork to fly in Canada with a USA license looked straightforward, I hoped there would be an opportunity to fly to assist with the bison studies.

Wood bison is the bison sub-species adapted to northern Canada and with males weighing over 1000kg it is the largest land animal in North America. By the end of the 19th century both wood and plains bison had disappeared from much of their historical ranges due to overhunting by European settlers. However, conservation efforts in the 6,200 km2MBS on the west side of Great Slave Lake had allowed a remnant

population to grow to around 2000 animals by the 1990s.

Arriving in June meant most initial fieldwork involved travelling by ATV and on-foot to get to a research camp and then to observe bison. Co-workers helped me orientate to working in semi-flooded

boreal forest and vast open wet sedge meadows near lakes. I also had never needed a ”head-net” or bug jacket in Africa, but certainly did that summer in the NWT, where black flies and mosquitoes were legendary! It was a relief for us and the bison when snow started in October and the bugs disappeared. The lakes also quickly froze over allowing easier travelling by ATV, skidoo and snow-shoes.

Some adult bison had been radio tagged to monitor possible dispersal from core areas. Plus some calves were being tagged in winter so that they could be found if they died and autopsies

North of Sixty:

Flying in the NTW

performed before scavengers arrived, to study the reasons for calf mortality. Each radio collar had a unique VHF transmission frequency. We used telemetry receivers and a hand-held Yagi antenna when travelling by ATV to help find bison groups, but reception was often poor in forested areas. My offer to fly three monthly aerial surveys to locate radio-collared animals was gladly accepted.

It was lucky that Northwestern Air Lease at Fort Smith (CYSM) had an instructor and also a C172 (C-GRLG) for rent. After handling paperwork and conducting a check-ride in August I undertook aerial telemetry surveys over the MBS in September, October and November, with a noted daytime temperature range of +22C to -25C. As in Africa,

approved wing-strut mounts were available to attach two Yagi antennae, with cabling to a left-right switch box and receiver in the cockpit. Flights with two observers originated in Fort Smith and lasted 4.5 to 4.9 hours, before

a rest and refueling stop in Hay River (CYHY) and return to CYSM. In September most tagged bison were relocated in forest habitat. Ground follow-up showed that they were mainly feeding on extensive beds of lichen. By November most animals were relocated in large open meadows where they dug craters in the snow and fed on sedges.

Summer flying presented few problems, apart from keeping an eye on fuel use. Winter however was a learning experience. Early winter was probably the worst period

It was interesting to study animals in a completely different environment than I was used to. I was impressed by the wide open spaces in Canada’s Arctic and of course I had only touched the southern edge of “North of 60”. The result was that within a year I had returned to Canada and obtained a government wildlife management position based in Yellowknife.

Over the next six years I would fly about 120 hrs in the NWT, but for recreation only. Fixed-wing and helicopter charters would be used for my involvement with work wildlife research and management. For my personal C172 rentals I was able to use charter companies in Yellowknife, such as Air Tindi, plus also in Fort Smith again and even when visiting Inuvik(CYEV) above the Arctic Circle, which

allowed flights to Aklavik (CYKD) and Tuktoyaktuk (CYUB). This shows that if current, it is possible to book a check-ride and rent a plane in the North, without needing to fly all the way there and back; perhaps as an economical add-on to a remote area canoe or fishing trip?

For work I flew as a passenger, usually right seat, on many charter flights in a range of aircraft on wheels,

Flying in the NTW

since if the C172 was left outside, snow on it might melt and then re-freeze. The only solution then was to find warm hangar space for some hours. If the plane was left out overnight at temperatures down to -20C or lower,then a padded engine blanket was used, preferably with a small electric heater running on the block, or which could be turned on a several hours before the plane was required. In extreme cold weather a Herman Nelson diesel powered external heater and flexible duct was available to blow warm air under the engine blanket. Daylight was in short supply in November, but at least that meant the bison cast long shadows on the snow which made observation from the air easier.

floats and skis all across what is now the NWT and Nunavut. These flights often demonstrated the challenges of flying in the North, especially those related to weather, and the knowledge and skill of the many bush pilots operating there. I’ll describe one such positive experience.

We had been studying calving by caribou of the Bathurst Herd in the Kitikmeot region southeast of Bathurst Inlet. It was “spring”, but we were stuck on the tundra for a number of days in our wall tent because of blizzards. Eventually a ski-equipped

taildragger C180 landed on the frozen lake in front of our camp to pick us up, with a very experienced

pilot who we knew. We were headed for Cambridge Bay (CYCB) on Victoria Island and bumped along under low cloud in snow. I was sitting right seat with a headset and listened to the exchange with the Community Radio (CARS) operator. Visibility was just OK in blowing snow but the wind was gusting 50 knots. Runway 31 was favoured but there was quite a crosswind component from the north. Our pilot calmly noted the information and continued in low-level towards this un-controlled 5000 ft gravel but snow covered airstrip. We had a very large crab angle on final until perhaps 200 ft altitude and 500 ft before the threshold, but were yawing from side to side in the gusts. I assumed we would do a go-around, but I was forgetting the skis.

North of Sixty: Flying in the NTW

Without making a radio call, we banked north directly into the wind and with power back up flew low over the small terminal building. Within seconds we landed in a white-out on a frozen lake next to the airport with virtually no ground “roll”. We passengers all did a “well that was interesting”, but our pilot had no time for chit-chat and had us moving fast. In this wind the plane could actually take off or flip over, so still dressed in our parkas three of us held onto the wings while our pilot explained on the radio where we were to a worried CARS operator. He then headed off and returned in minutes on a skidoo with a petrolpowered auger, stiff wire and ropes. Behind him through the blowing snow we could just see fuel drums being blown over and rolling at the edge of the airstrip. Holes were augured through the

three foot of lake ice, then using the wire, ropes were threaded through and back up under the ice to tie the plane down. I had never seen that before, nor since.

I’ll end with one less than good experience, which stays with me and reminds me that when possible as private pilots it’s not a bad idea to fly right seat on single pilot commercial operations. At a minimum it’s usually more interesting for us, although it’s important not to be a nuisance or distract the PIC, and sometimes we can actually be useful.

It was winter and I had been in Lake Harbour (Kimmirut - CYLC) on the south west of Baffin Island as part of Peary caribou work. I would be travelling back to Iqaluit (CYFB) by myself on a charter flight of about 30 minutes. I arrived 10 minutes

ahead of the late morning planned departure time just as dawn was showing. The 1900 ft gravel runway was snow covered but in good condition. Runway 15 would be favoured for take-off because of rising terrain to the north with departure over a sea inlet from Hudson Strait. It was cold but clear and with no wind I did not mind waiting, however was surprised that I only heard the plane arriving about 2 hours after the arranged time. The C206 landed well on runway 33 and did a quick taxi to where I was standing. What happened next though put me on my guard. The pilot walked very quickly to load my bag, all the while apologizing and complaining how another pilot had let him down, so he had to change his plans to take this flight and still arrived very late. He never liked leaving a customer waiting in the cold. I tried to calm things down by assuring him that I was in no hurry, but he was in a rush to depart and return to his other priorities in Iqaluit. Seeing he had just arrived, I forgave him not doing any pre-flight inspection and not using a checklist, as he scanned the panel carefully and his hands flew across knobs and switches in a much practiced way. The

North of Sixty:

Flying in the NTW

engine fired and we were taxiing the few feet from parking to the threshold of 15. Before he could push full throttle I tapped his right arm and put my hand on the fuel selector which was in the off rather than the somewhat similar but opposite both position. Quite shaken by his error, he switched off and left the plane to compose himself. The engine may have quit on the take-off roll, but it also may have made it to 200 ft over the sea. Our flight back went very well, with clear blue sky, a low sun and a fantastic white landscape. The very experienced pilot had never

made such an error and was thankful another pilot had been sitting right seat with him that morning. We both agreed that flying requires ones head to be 100% concentrating on the job at hand and that checklists can be helpful.

Flying “North of 60”needs a bit more planning than in southern Canada, especially with airports being wellspaced. The AIM has useful information on procedures to follow in Canada’s Northern Domestic Airspace, which is essentially most of the NWT and Nunavut north of Yellowknife and east of the Mackenzie River Valley.

Weather extremes occur mainly in winter, although summer forest fires can cause heavy smoke and even strong winds and turbulence across large areas. Having said that, flying over vast wild landscapes with only the occasional other aircraft to communicate with while aloft is quite the experience. A bit like Africa...apart from the climate.

Derek Melton has flown in Botswana, South Africa, the USA and France, in addition to Canada. He has written about flying in other countries in previous editions of the Patrician.

North of Sixty: Flying in the NTW

PROFILE: LUC ARSENAULT

Hi there, I’m Luc Arsenault, a former instructor at VFC from 2017 to 2018. Currently, I’m a Training Pilot for Jazz Aviation.

I conduct all types of training on the Canadair Regional Jet (CRJ), which includes initial type ratings, captain upgrades, return to work, recurrent training, Line Oriented Flight Training (LOFT), remedial training, as well as transfer of PPC training. I’ve even had the luck to fly the RJ into Victoria!

I got my start through the Air Cadet program, which got me my PPL, training

that occurred up Qualicum Beach (CAT4), while we were house in the barracks at CFB Comox (CYQQ). I joined VFC as a member in late 2007,

just after getting my PPL, and immediately started working on my night rating and my IFR rating, which was done through Pro IFR’s

former satellite office here in Victoria. I did all my training during the summer months, staggering with my UVIC fall and winter sessions.

After graduating, I jobhopped, working in aviation in several ground-based roles, as well as taking time to travel overseas and teach English, where I caught my teaching bug.

On my return to Canada,

I got my instructor rating, and in just over two and half years I went from just a CPL+MIFR holder to a Jazz Training Pilot, working at VFC as an instructor, Pacific Coastal on the Beech

1900, and then Jazz on the CRJ along the way.

I’ve always loved planes, but I didn’t have the best work ethic and time management between UVIC and VFC, so I grew up fretting about this and that, indecisive about what I should do in school, how to go about my training, etc. When I finally found the thing I enjoyed secondmost to flying – teaching –everything just started to fall into place very, very quickly.

With a new sense of purpose, as well as having the support I did, I felt my friends and family were pushing me just as hard as I was pushing myself to achieve my goals, and the results have been awesome.

What I love most about aviation are the connections you get to make, and the people you get to run into

PROFILE

Luc Arsenault

time and time again across the country. Aviation is truly a passion to so many, I never get tired of sharing stories with friends I haven’t seen in years, whether it’s coffee in Toronto, or a rec flight around Vancouver Island.

These days, I’m trying to spend my time away from work on diversifying my interests beyond aviation, while still advocating the for profession, and lending a mentorship hand to those who reach out for tips, advice, and interview

preparation. It’s incredibly rewarding to see those you’ve instructed and mentored move up in their careers.

I’m incredibly lucky to have had excellent instructors and mentors along the way myself, I just wish I had known the right questions to ask at the time. If I could give any advice to VFC members, it’s to find someone who can tell you what you need to know, what you don’t realize you don’t know, and make you

feel valued all while doing so.

With that in mind, I want to thank Koide, Jeff, Simon, Sean, Graham, Marcel, Gerry, Ramona,Kathy, as well as the whole VFC team I used to work with for helping me learn how to be the pilot I am today. Aviation is a group effort, and I’m grateful for all those I’ve met along the way.

Safe skies, Luc Arsenault

PROFILE Luc Arsenault

THANKS FOR THE SHARE!

SOME OF THE PEOPLE WHO TAGGED US ON INSTAGRAM!

From top, left to right: @hermanojonomono: "We followed the black tusk home yesterday for almost 100 miles"; @ steve.neil6: "Campbell River and back today only a little bumpy"; @burtonader and the baby of the @northropgrumman amphibian range. The G44 Widgeon.; @the_littlenginethatcould and another smooth evening flight over the city; @gern_ blanston99: "Took Dominic for his first ride in a light airplane today." He loved it.; @heatherbelecky: "Pretty sure I’m the only one who can get a sunburn on her face while wearing sunscreen, in the PNW, in October, while ALSO wearing sunglasses…. but I guess I’ll blame it on the altitude." // Thanks for the share!

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