FLYING
ALSO
by David Gagliardi Melton“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.”
(Victoria Flying Club Incorporation Bylaws, 1946)
BOARD OF DIRECTORS
PRESIDENT Don Devenney
VICE PRESIDENT Colin Williamson
SECRETARY Glen Rippon
TREASURER Cal Mjolsnes
DIRECTORS Angie Johnson
Mike Vossen
Graham Palmer Laurie Ingalls
GENERAL MANAGER Mike Schlievert
1852 Canso Road
Sidney, BC V8L 5V5
CONTACT
www.flyvfc.com info@flyvfc.com
P: 250-656-2833
F: 250-655-0910
Editor: Kelly J Clark vfcpatrician@gmail.com
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.
SUBSCRIPTIONS
vfcpatrician@gmail.com
http://flyvfc.com/subscribe-to-the-patrician
Filmbetrachter
https://pixabay.com/users/filmbetrachter-4391290/
Did you know that the VFC holds a coffee social on the first Saturday of every month? Join the rest of the VFC around 9:00 AM on the first Saturday of every month for free coffee, donuts, and often interesting and important presentations from industry professions.
Do you have a topic you'd like to present? Contact marcelpoland@flyvfc.com.
Note: Due to Canada Day falling on a Saturday, we're meeting on July 9th instead.
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: https://flyvfc.com/jobs
The Patrician is looking for more stories for upcoming issues! We're interested in all kinds of stories about our members, aviation, or any combination therein. If you'd like to be a published writer, we can help! Email your story or pitch to vfcpatrician@gmail.com today!
JULY 1 CANADA DAY
JULY 8 SOCIAL SATURDAY AT THE VFC
JULY 8 VICTORIA PRIDE PARADE
JULY 11 QUALICUM BEACH AIRSHOW
AUG 2 B.C. DAY
AUG 5 SOCIAL SATURDAY AT THE VFC
AUG 11-13 ABBOTSFORD AIRSHOW
Know of an aviation-related event that's not listed? Let us know at vfcpatrician@gmail.com!
Come out and spend a fabulous summer day watching (or playing) a game of ball in drag!
When: July 1, 2023 @ 12:00pm – 3:00pm
Where: Victoria West Park off Wilson Street
Cost: FREE
Show off your dog's pride at this community dog walk! Featuring trick and costume contests!
When: July 6, 2023 4:30pm – 8:00pm
Where: Clover Point
Cost: FREE
The largest Pride literary event in Canada!
When: July 8th, 2023 8:00pm – 11:00pm
Where: Lecture Theatre at Victoria Conference Centre, 720 Douglas Street
Cost: $25
With as many as 120 entries and 40,000 spectators, the Pride Parade is a glorious spectacle!
When: July 9, 2023 starting @ 11:00am
Where: Starting at Douglas and Fisgard
Cost: FREE
After the parade, join thousands for a multifaceted queer-themed festival in a festival, family friendly atmosphere.
When: July 9, 2023 after the parade
Where: Macdonald Park
Cost: FREE (suggested donation of $5)
Kick off Victoria Pride with a night of dancing, music, and local performances for kids ages 15 to 21!
When: June 29, 2023 6:00pm - 9:00 pm
Where: Odd Fellows Hall
Cost: FREE
A night of intersectional activism! Learn about self empowerment and social justice issues! Dinner will be provided, so secure your spot before space runs out!
When: July 5, 2023 5:00pm - 8:00 pm
Where: Bay Centre
Cost: FREE
"Without disruption of air traffic, these fearless, forthright, indomitable and courageous individuals did venture into the wild blue yonder in flying machines.
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."
THIS ISSUE WE CELEBRATE THE FIRST SOLOS OF THESE PILOTS:
Juan Pablo Cobo
Kerem Akbas
Tim Townley
Matthew Field
Andrew Cobb
Luke Callan
Daiki Tsunekawa
Tyler Miller
Kevin Cherry
Haadi Rasheed
Tyler Prior
Ryan Ritchie
Francesca Klim
Rory Sinden
Kazuki Akasaka
Zoe McKinley
Mathew MacKenzie
Armando Prida
Garret Westdorp
Trey Dumonceaux
Matt Durant
Sean Henderson
Bernie Tremblay
Haena Lee
Peggy Gordon
Rene Lalonde
Cianan Briscoe
Meghan Erwin
Eric Lefort
PPL FLIGHT TEST
Roddie McDonald
Martin Lorenz
Rocklynd Bozak
Diego Sorrentino
SEAPLANE RATING
Tristan Bacon
CPL FLIGHT TEST
Jacob Scherer
Harrison Breeze
CLASS 3 INSTRUCTOR RATING
Liam Wilson
CLASS 4 INSTRUCTOR WRITTEN TEST
Forest Kruus
Anthony Bocquentin
Adam Sakuma
Takum Satake
Gavin Johansen
PPL #23-04: APRIL 01/2023 TO JUNE 11/2023
Saturdays (09:00 - 16:00)
PPL #23-05: JUNE 02/2023 TO JUNE 12/2023
Sundays (09:00 - 16:00)
PPL #23-08: JUNE 18/2023 TO AUGUST 06/2023
Saturdays (09:00 - 16:00)
PPL #23-09: JUNE 19/2023 TO AUGUST 07/2023
Sundays (09:00 - 16:00)
TBA ON REQUEST
Individual scheduling requests are available for Private Pilot Licence, Commercial Pilot Licence, Mountain Awareness Training (MTA), Remotely Piloted Aircraft Systems (Drone) Courses (RPAS) by request.
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!
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!
I am writing this article as we celebrate and remember those who have helped pave the way for LGBTQI2QA+ Rights and it being Pride Month!
It is important to bring attention to the many LGBTQI2QA+ people that are already employed or are pursuing a career in Aviation!
The Aviation industry is not known for it’s inclusiveness or representation of diverse groups such as Black, Indigenous, people of colour! Even less so of trans and non-binary people as pilots in particular! Women in general are still very under represented as we already know.
I am a Director on the Board for CAP Canadian Aviation Pride who for the past 15 years has been an organization that supports diversity in the industry whether it be those that work on the ramp, flight attendants, AME’s, in the Air Force and pilots!
I wanted to be a pilot since the age of 8. I had my first lesson at 14 and got my PPL in YXS at 16 and CPL at 18 in YUL as soon as it was legally possible. I soloed at 5.2 hours and I was fortunate to have had the benefit of great Instructors.
I pursued my education and started flying professionally at the age of 21 flying in the
north for 4 years based out of Norway House, Thompson and Churchill MB on floats wheels and skis initially for a fishing lodge and then Charter and Medevac serving those many northern Indigenous communities. I flew for the Manitoba Government and Forestry Protection doing aerial fire fighting flying
Birddog for a CL215 out of Thompson MB. I went on to fly for Perimeter Aviation out of YWG then flew Corporate out of YEG and YYC and ultimately Air Canada Air BC/Jazz. I have accumulated many thousands of hours and after 13 years my ATPL and have now flown spanning over 47 years.
I knew I wanted to fly at a very early age, but I also knew I was female at the age of 4. For over 33 years, I was the first and only transsexual women to hold an ATPL and to my knowledge there is possibly only one other in the past 5 years, but she is not presently flying. There are many in the States most did transition on the job and were protected by their Unions. Even as far back as 1995 American and United had a number of transsexual women who were pilots.
I always maintained my CAT 1 Medical and started the process of SRS in 1987 applying to the VGH Gender Clinic in 1986 but lived 2 lives for many years before that. I lost my career for a time as an experienced, respected and accomplished Pilot as a result of the discrimination that trans/NB people face and because I was a woman. I never gave up and amazingly always stayed current flying but I decided to do something about the systemic discrimination that LGBTQI2QA+ people face with the hope of one day getting my career back and over the course of 33 years pioneered trans/NB rights in Canada.
I had a high profile Human Rights case that was the
first of it’s kind to go to that high of a court anywhere in the world that spanned 15 years and set an international precedent. It was regarding trans women accessing gendered space. As a result now over 90% of women’s organizations across Canada, and many parts of the world, are now inclusive of trans women when they are experiencing gender based violence.
The Human Rights case changed the course of feminism in Canada and was the catalyst for the amending of the Human Rights Code both Provincially and Federally to include gender identity and expression as protected grounds!
Back to flying. I decided that I was not going to let the discrimination I faced because of being a woman who also happened to be a transsexual from keeping me from continuing to fly. In 2008 I found a way to buy my first aircraft a 1947 Cessna 120 with Brazilian Air Force markings and then a 1946 Globe Swift.
My mom was on a courageous journey with Parkinson’s and in
a care home in Sydney for the last 3 years of her life I was able to fly from YNJ and ZBB to YYJ! I flew every weekend and sometimes twice a week only missing 4 days in 3 years because of Wx!
I had fun and kept my skills up so I would be ready should the world have changed enough that I would get my career back.
Every week I flew into YYJ and the Victoria Flying Club would welcome me. It was almost as though I was operating a sched!
I got to know the Manager at the time Gerry Mants and
Tim who worked the ramp very well!
For many years they as well as the VFC treated me like gold! I got to know many of the controllers as I became almost a permanent fixture they also treated so well often expediting the arrival of the Swift. Tim and the VFC let me keep a mountain bike locked to the fence in his tie down for many years and I was so grateful as I would land and park at the VFC jump on my bike and cycle in to my mom’s care home through sleet, wind, rain and snow and be able to visit my mom, dad and sister. It was wonderful to have a purpose to fly and
have so much fun doing it making it even better by being treated so well by all those that I met at the VFC.
In 2013, I got my chance and my career back! I did a flight evaluation and was offered a job with Pacific Coastal in Port Hardy on the
Beaver on floats my mom was sadly close to passing at that time. I was so happy and grateful to be offered that opportunity simply because of my flying skills and experience.
I was also offered pilot positions with two
other companies flying professionally up until the pandemic and would still love to keep flying!
I am part of a group of trans/NB people that are all presently pursuing flight training and are all hopeful of careers. I hope times have
changed enough they will be given equal opportunity of employment in the industry.
Out of 39 jobs that I had or applied for I only kept 3 or 4 once the employer became aware that I was a transsexual woman. Please help us change that! We need industry, employers to live up to their employer equity statements. With so many gains made in LGBTQI2QA+ rights and now so many states, and recently even
provinces, talking of repealing and walking back those rights, we need the help and support of our allies when we are facing these injustices.
Most I know are not aware that I am a transsexual woman, which is why I am speaking out because it is Pride month and I am unfortunately still likely the only trans woman in the country with an ATPL. Please help prove me wrong and please support and hire other
LGBTQI2QA+, trans, and nonbinary pilots as we all have the same love for flying!
Thank you again to those working in ATC at YYJ and the VFC who will remember my Cessna 120 as well as my Swift and me who made those days and flying so enjoyable!
- Kimberly Nixon
Ensure the rights of all BIPOC/Indigenous/ LGBTQI2QA+ and the furthering of Reconciliation!
During the busy bustle of flight training, both of us, Chia-Hua (Phoebe) Lee and Forest Kruus, were asked by our Instructor if we were willing to attend a booth for the VFC. The Greater Victoria School District (SD.61) had organized a
massive career fair for their entire district.
Our objective was simple; To inform students that Flight School as a postsecondary education was available in Victoria itself through the VFC and to give
them a general outline on what flight training looks like. As Flight Instructor candidates who had recently gone through our CPL's, we had plenty of recent experience to answer any questions thrown at us.
To say that it was a success would be an understatement. We came armed with dozens of handouts containing information, costs, and contact information.
By the end of the seventh hour, we were horse in the voice without any pamphlets left relying on our tablets and the website. We ensured teachers, who had no idea we existed, had information to
give their future students who want to become pilots and had guided those students so, if they so chose, knew how to start a career in aviation.
“‘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 the third in a series that will examine aspects of piloting light aircraft to a professional standard.
Today’s topic is determining the airworthiness of the aircraft before flight. For an aircraft to be considered “airworthy” it must satisfy the
requirements of Canadian Aviation Regulation (CAR) 605. All the provisions of this section of the CAR start with the statement “No person shall conduct a takeoff….” and then describe the requirement to be met. Since you, the Pilot in Command (PIC), are the person conducting the takeoff what does this require of you?
Before discussing the process of determining the airworthiness of the airplane you are about to fly, it is important to understand the differences between privately registered vs. commercially registered aircraft.
Transport Canada (TC) requires commercially registered aircraft to be maintained in accordance with a company and aircraft type specific TC approved maintenance schedule. VFC uses a phase maintenance program which involves inspections every 50 hrs, 100 hrs, 150 hrs and 200 hrs, with the inspection resetting to the 50 hour and subsequent checks at 250 hours of accumulated airtime. Defects that arise in between inspections are handled in accordance with the TC approved VFC Maintenance Control Manual.
As a commercial operator VFC also has a TC approved technical dispatch system. This system tracks and forecast the maintenance requirements of each aircraft.
Privately registered aircraft have none of the above requirements. They are maintained to the generic maintenance requirements of CAR 625 appendix B and C. They only require an inspection once per year, regardless of hours flown and there is no requirement to have a formal process for tracking required maintenance.
Knowing the maintenance history of a privately registered aircraft
that is owned by the pilot is obviously much easier than if they are renting one that is privately registered. This means it is especially important for a renter pilot operating a private aircraft to inspect the aircraft documents and records in order to assure themselves the aircraft is airworthy before they “conduct a take off”.
All VFC’s Cessna 172R and S model airplanes are commercially registered, however the Piper Cherokee 140, Piper Arrow, and the Cessna 172N (C-GUPA) are privately registered for rental by licensed pilots not conducting flight training. The good news for VFC renter pilots is
that VFC maintains them in a parallel but similar maintenance system to the commercially registered VFC aircraft and includes them in the VFC technical dispatch system.
The pre flight documents and records check I use is as follows:
• Check that all required documents, Certificate of Airworthiness, Certificate of Registration, Proof of Insurance, and Weight and Balance report (or latest amendment to the report) are available. I also check that the documents are for the right airplane registration. I have seen cases where documents got mixed up between airplanes and the wrong
one was attached. I also check that the weight and balance report is listed on the aircraft information (i.e. the first inside page) of the Journey Log book. The date, empty weight and empty C of G must match the weight and balance report. This is a CAR requirement that is sometimes missed.
• Check the deferred defects control sheet (Note commercially registered aircraft only, privately registered aircraft are not allowed to defer defects). There are 2 types of deferred defects closed
or open. Closed defects are defects that had existed but have been rectified and will have a note and date of rectification. These can be ignored, however open defects require a decision on the part of the PIC. The airplane can be legally dispatched with a deferred defect, but it is still the PIC’s decision if they are willing to accept the defect. For example,a failed landing light is deferrable for a daytime flight but if the flight is late in the day the PIC may decide that they will not accept the aircraft in case the flight is delayed, and part of the flight might
The Professional Pilot
have to be flown at night. What defects can be deferred can be checked against the list in the VFC document folder. For commercial operators that do not have a list of available deferrable defects the pilot will have to reference CAR 605 and the equipment list in the POH
• Go to the last entry, either a flight or a maintenance release; in the Journey Log and review the maintenance summary ( the little green sheet) clipped to the page. Compare the aircraft total time to the summary sheet to ensure that there is enough time remaining for your flight and the next calendar item is not due. Go back through the Journey Log and find the last inspection (phase if commercial, annual if private) and double check the time to next inspection and next calendar item. This is to catch an inadvertent addition or transcription error on the summary sheet.
• Check for defects noted in the last flight. If there is a defect, then it must be followed by a maintenance release that either defers the defect or indicates it has been rectified (commercially registered) or rectification (privately registered). As an aside all maintenance releases must have the following details: aircraft registration, aircraft total time, a description of the work performed, name and license number or stamp of an AME; and date. If a maintenance release is missing any of these entries, it is not valid, and the aircraft is not airworthy.
• For a flight in an aircraft immediately after an inspection or after significant maintenance action, review what work was done and pay a bit of extra attention to those aircraft parts or system during the walk around and in flight.
• If in doubt about the airworthiness status of an aircraft, consult a maintenance person.
Since the pilot is ultimately responsible for the airworthiness of the aircraft he or she is flying it is important that the pilot conduct a systematic review of the aircrafts’ documentation and a thorough pre flight inspection knowing you are backed by the dedicated, conscientious and knowledgeable maintenance team at VFC. Being a professional pilot means taking responsibility for your part in the airworthiness safety chain before every flight.
The first time I attended the Abbotsford Air Show was in 1974 while I was at UBC. A good hot August day, lots of thrills, loud noise, a large static display of military and civilian
aircraft, crowds of people, the smell of jet fuel and suntan oil, plus of course plenty of fast food. The basic formula seems to have stayed the same, with a few additions. I cannot find any photos from 1974,
but have a couple from 1997, when the airshow was the turnaround point on a family camping trip, driving through the Rockies from home base in Calgary. I well remember Air Canada and Canadian International
wide bodied jets making low slow and high speed passes with Mount Baker in the background.
Fast forward a couple of decades and it was time to visit the airshow again, but now flying in from Victoria and camping overnight. I did this in 2016 (GXTZ), 2018 (GTLF) and 2022 (GXTZ). In 2016 and 2018 I routed via CZBB picking up my pilot son Noel on the way and then returning direct to CYYJ. In 2022 I flew direct to CYXX and met Noel there.
The routing options and use of frequencies are the same as any flight to CYXX. Additional
things to cover in flight planning are the schedule for the show including when the airport will be closed to GA traffic. You also need to find out where you will be parking, where you can camp if staying overnight and what facilities are nearby. A good starting point for getting information has been the Fly-In and Camp-In bulletin produced ahead of the show by the Abbotsford Flying Club. The bulletin includes arrival
and departure procedures, expected airport closure times, location of day and overnight aircraft parking, plus camping plans. They include a reminder to review the airshow NOTAM which comes out a week before the show.
In recent years the threeday event has started with twilight flying displays on the Friday. Evening flying extends well past sunset and has included a CF-18 with appropriate afterburner use and
Flying to the Abbotsford Airshow
aerobatic planes firing off pyrotechnics, all of which I have been keen to attend. This has meant flying over Friday to arrive during an open slot for GA aircraft from 15:01 to 16:59, between an earlier practice period for show aircraft and the start of the evening aerial display at 17:00.
In 2016 the weekend was nice and hot, but with reduced visibility in smoke and haze. As I’ve found each year, ATC at CYXX were very friendly and efficient, helping us locate traffic, route for a right downwind arrival to 25, (Runway 01 / 19 is always closed for the static display), and after landing confirming the taxi route
for parking. The long taxi was along Charlie and then up Alpha to Golf, where marshals directed us to parking on the grass. 2016 was a banner year, since we were still allowed to camp airside under the wing, which cannot be beat for being at an airshow. The Abbotsford Flying Club was very hospitable providing visiting pilots help with onward flight planning, access to showers and laying on an
excellent hot breakfast. There were many good aerial displays on the Saturday, but one highlight was the Snowbirds performing as they had in
1974 with Mount Baker in the background. It was over all too soon, although I may have gotten a bit of sunburn and at 17.30 the cockpit felt like I was
back in Africa! I had flight-planned for an 18.00 departure which meant that the slight rush to depart after the 17.00 finish had mainly died away. Apart from managing a strong gusting crosswind from the south on takeoff, the trip back was routine with fine scenery.
In 2018 the weather was good for the Friday afternoon flight across via CZBB and stayed nice for the evening show. Unfortunately CYXX security changes did not now allow for camping under the wing. Camping was arranged nearby outside the security fence or further away near
the Flying Club. We opted for the nearby option and were amused to be next to an American pilot who had expected to be allowed to sleep in his Bonanza. He only had a sleeping bag under an improvised tarp tied to a fence, which proved too minimal when the rain started overnight. Given the early morning low cloud and showers we opted to head back to CYYJ for breakfast, ahead of a likely reduced show starting at 10.30. Staying low below cloud inland from Cherry Point,ATC announced lowlevel jet traffic at 2 o’clock and we had a fine view of two US aerial display military jets coming in for the day.
Flying to the Abbotsford Airshow
2022 should have been a more straightforward trip, given no stop at CZBB on the way out, however GXTZ had other ideas. The weather was great, I had loaded up the plane and again flight planned to arrive during the two hour Friday afternoon open window. However, settling in ahead of start-up the seat collapsed to the full down level and would not raise up. Dispatch could not come up with an alternative aircraft in the time needed, so two booster cushions
were used for a safe and quite comfortable fix. Only a little behind schedule, everything was going fine until I tried to contact CYXX tower. I could hear them well, but my transmission was cutting out. ATC vectored me to stay south of the airport before joining on a left base to 25 because of a busy circuit, and were very accommodating to work with a less than ideal communication situation. After landing they correctly diagnosed the
Flying to the Abbotsford Airshow
issue as a likely faulty pushto-talk switch. No camping under the wing was allowed, so I again camped north of aircraft parking just outside the security fence. My trolley to haul camping equipment was the envy of many other fly-in campers! The twilight show was excellent and included a new after dark display of choreographed drones with colored lights all set to music. The drones were cleverly programmed to format and display huge outlines of different planes, helicopters and an airship. Even though Saturday morning’s weather was ideal, I decided to head back to CYYJ early ahead of the 10:30 show
start and get a Dakota Café breakfast on the terrace. The evening show lasts from 17.00 to 22.00 and early on actually includes many of Saturday’s performers. After start-up I asked for a radio check with ATC in case the radio had somehow fixed itself. It had not, but communication was good using the mike, so I was set. The return trip afforded fine views down the Washington coast, with refinery smoke stacks and even Bellingham airport visible in the far distance.
I’m not sure if I’ll get to the August 2023 airshow, but I do have it penciled in. Perhaps I’ll see you there?
From top, left to right: @sarahjeanmurray: "Baby's first flight, and with her dad at the controls!"; @ keremvv8 at the Victoria Flying Club!; @heatherthepilot doing circuits at YYJ!; @flys_or_floats_vi "Downtown Vancouver from over Stanley Park…"; @nathanaelkorby: 300NM Journey CYYJ-CYXCCYYJ 10 hours of flying time; @ lilyventures_: " Coming to the end of my flying training, I honestly can't believe I'll be a licensed pilot soon." // Thanks for the share!
Tag us on Instagram & get featured!
@victoriaflyingclub #flyvfc #victoriaflyingclub
