The Patrician, September & October 2023

The Patrician SEPT-OCT 2023

The Victoria Flying Club ~ Aviation Excellence Since 1946

ALSO FEATURING :

THE PROFESSIONAL PILOT

by David Gagliardi SPOOKY TALES OF CANADIAN AVIATION and more!

SOUTH AFRICAN FLYING

BY DR. PETER HOUGHTON

The Patrician

NEED HANGAR SPACE? Contact Marcel at the Club to see if a hangar spot is a good spot for your plane and to get on the waitlist.

“To “T o 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)

TABLE OF CONTENTS

BOARD OF DIRECTORS

3

News around the Club

PRESIDENT Don Devenney

5

Ground School Schedule

VICE PRESIDENT Colin Williamson

6

First Solos

SECRETARY Glen Rippon TREASURER Cal Mjolsnes DIRECTORS Angie Johnson Mike Vossen Graham Palmer Laurie Ingalls

7

New Members

GENERAL Mike Schlievert MANAGER

& Member Achievements Flying in South Africa

8

By Dr. Peter Houghton 12

Spooky Tales of Canadian Aviation

14

The Professional Pilot: Operations at Aerodromes

CONTACT 1852 Canso Road Sidney, BC V8L 5V5

with Short Runways

www.flyvfc.com P: 250-656-2833 info@flyvfc.com F: 250-655-0910

by David Gagliardi 20

of Making the Wrong Move Cut

Editor: Kelly J Clark vfcpatrician@gmail.com

T HE PATRIC IAN ACC EP T S UNSOLI CI TED SUBMISSIO NS .

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

PHOTO CREDITS Cover photo by R-Region. https://pixabay.com/users/r-region-6314823/

2

SEPT & OCT 2023

Decisions We Make: Consequences Deep and Linger

By Richard McSpadden

24

Thanks for the Share!

VFC MENTOR PROGRAM

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!

VFC | Aviation Excellence Since 1946

NEWS

Around the Club Hello aviators! Bryan Webster of Aviation Egress Systems is conducting another Pilot & Passenger training course in Victoria, Tuesday, November 21st. AES is offering a $25.00 discount to COPA members off the registration price. If you are interested in attending, please see Aviation Egress Systems website for further details at: https://dunkyou.com/courses/

RICHARD MCSPADDEN Senior Vice President of AOPA Air Safety Institute Richard McSpadden passed away on October 1st in an aircraft accident. In his honour, and with the permission of AOPA, we've republished an article he authored this past June. Our thoughts are with his family and loved ones.

THE VFC IS HIRING

EVENTS & HOLIDAYS OCT 31 HALLOWEEN NOV 5 ATAC CANADIAN AVIATION CONFERENCE & TRADE SHOW NOV 5 DAYLIGHT SAVINGS ENDS NOV 11 REMEMBRANCE DAY NOV 21 PILOT EGRESS COURSE DEC 25 CHRISTMAS DAY DEC 26 BOXING DAY

News and Events

PILOT EGRESS COURSE

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

WRITE FOR US Have a story to share? Patrician is always accepting stories for upcoming issues! We're interested in all kinds of stories about our members, aviation, or any combination therein.

Not much of a writer? We can help!

Reach out to vfcpatrician@gmail.com today!

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 3

News and News and Events Events

VFC CHARTER SERVICE Be there in minutes!

VFC Charter offers inexpensive, on-demand, and direct transportation to places not serviced by other commercial carriers in the lower BC area.

The charter service is operational in day VFR conditions.

Contact us for more information on destinations and costs or to book a flight at: Email: tedk@flyvfc.com Call: 1-778-350-3213

4

SEPT & OCT 2023

VFC | Aviation Excellence Since 1946

GROUND SCHOOL SCHEDULE PRIVATE PILOT LICENCE GROUND SCHOOL Sundays (09:00 - 16:00)

PPL #23-13: DEC 03/2023 TO FEB 18/2024

Sundays (09:00 - 16:00) (excluding December 24 & 31)

COMMERCIAL PILOT LICENCE GROUND SCHOOL CPL #23-XX: AS REQUESTED

Ground School Schedule

PPL #23-11: SEPT 10/2023 TO NOV 26/2023

Saturdays (09:00 - 16:00)

MOUNTAIN AWARENESS TRAINING GROUND SCHOOL MTA #23-XX DATES AS REQUIRED OR REQUESTED.

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

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 2023 only!

PARKING AVAILABLE! 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!

5

FIRST SOLOS

First Solos

"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: Tyler Commandeur

Gentoku Takahashi

Iliya Pavlovic

Rajiv Prasad

Luke Callan

Levi Hoeppner

KC Fedun

Trey Dumonceaux

Nathan Hoff

Matt Durant

Mathew Mackenzie

Brent Buckham

Yusuke Hyodo

Todd Allinger

Nelson Currie

Levi Hoeppner

Want your First Solo picture in the Patrician? Send it to vfcpatrician@gmail.com or tag us on Instagram!

6

SEPT & OCT 2023

VFC | Aviation Excellence Since 1946

NEW MEMBERS Hazel Cullen Tristan Curran Ciara Doyle Tyler Duffe Michael Elkink Kaelyn Kennewell Kyla Kowalchuk Julia Lagan Alexander Mackenzie Kazuha Mizukoshi

Simon Peter Mkongwa Joshua Nelson Dylan Norberg Sam Sharma Larry Stevenson Savannah Vandekamp Sergii Vozniak Chetanjeet Kaur

New Members & Member Achievements

Matthew Gallow Mike Chow Emily Wilkes Timothy Henderson Adam Chalmers Isaac Bird James Bracken Scott Brodie Jacob Brunning Jaxon Cooper

MEMBER ACHIEVEMENTS RECREATIONAL PILOT PERMIT Grant Gladych

CPL FLIGHT TEST Nathaniel Korby Zack Hancock Dave McRobb Alex Wood

PPL FLIGHT TEST Guy Bedford Manveer Singh Clayton Flett Derek Nussbaum Tristan Giles Ben Berringer Francesca Klim Andrew Lobb Blair Vaillancourt Kolton Nicolson Patrick Farkas Matthew Field Ashley Warwick Sarah Steele Joshua Audet

PPL WRITTEN TEST David Nykl Francesca Klim Sarah Steele Johnathan Clark Megan Tezram

MULTI ENGINE RATING Sam Godsell

GROUP 1 IFR Julia Shibata Eric Wikkerink

CLASS 3 INSTRUCTOR Clarence Kwok

CLASS 4 INSTRUCTOR Gavin Johansen Anthony Bocquentin

CATHAY PACIFIC CADET PROGRAM Rusty Burke

7

SOUTH AFRICAN FLYING

By DR. PETER HOUGHTON, M.B., Ch.B

S

ome of us take a while to get to our mail and I’ve only just recently read Derek Melton's January article on flying in South Africa.

He certainly brought back memories.

I went to medical school at the University of Cape Town and, whilst the university had a flying club, as a 17 year old student, I certainly didn’t have the money to learn. However, I promised myself that my first pay cheque after graduating would go towards flying lessons. My brother was a pilot in the South African Air Force and I was envious of his flying stories.

8

SEPT & OCT 2023

Fast forward six years to the end of January 1977 and my first pay cheque as an intern at Edendale Hospital, Pietermaritzbug in Natal Province (about 90km inland from Durban on the coast).

Edendale was a very busy place, about 1,800 beds with roughly 800 deliveries a year and countless patients through the various outpatient departments. It was the main hospital for a large rural area around Pietermaritzburg, as well as the city itself. We worked endless hours and were exposed to a massive amount of pathology.

That first cheque wasn’t much, but it was enough for me to

VFC | Aviation Excellence Since 1946

join the Pietermaritzburg Flying Club. They had three Cessna 150’s and two 172’s and later a Grumman Tiger — which was a great little plane.

Now it’s about R14 to 1 Canadian Dollar.

South African Flying

As Derek mentioned, the club was a fun place, and there was often a Sunday Life is sometimes a series Braai (BBQ for Canadians) of coincidences, so it’s and swim after the morning odd that Derek should’ve spot landing contest. been checked out with my Rental per hour for a instructor Mel Barker. Who South Africa has some Cessna 150 was Rand 17, or knows, maybe Derek and I wonderful places into 21 Rand with an instructor. even crossed paths in the which to fly; some with It seems laughable now, club one day. I too flew nice runways and some a especially as in those days Cessna 172 ZS – FXX on tad more tricky. There is a Rand and Canadian dollar many a jaunt around the a line of mountains called were virtually identical.

Natal Midlands and down the Drakensberg, which to the coast. run from the North East

India Lima Hotel 9

t

Finals on a wintery day. hundreds of kilometers towards the South West of the country.

There are a number of resorts on the south side of this range where the peaks go up to 11000 feet ASL. Some of these hotels have short grass runways and are pretty places to go for a flight and a meal.

10

SEPT & OCT 2023

However, they are about 4-5,000 feet above sea level, and with the heat of the day that 150 becomes a one seater and the 172 a two. In summer there are often monster thunderstorms, so it was usually a good plan to go early in the morning and get back to Pietermaritzburg early.

There are beautiful rolling hills in the Natal Midlands leading up to the mountains and in early summer, green with all the rains. In the southern hemisphere winter there would often be snow on the mountains in July or August after a cold front had gone through. From Pietermaritzburg it was only about a forty minute

VFC | Aviation Excellence Since 1946

flight to get close to the mountains which would look very spectacular with the peaks all white.

This particular grass runway was very much a one way strip. Fly up a gentle valley, make a little turn on to final, and then roll up the slope bouncing over the tufts.

As we sipped our beers we heard the unmistakable sound of one of the members in his Tiger Moth. The bright yellow distinctive wings shone in the sunlight as he wagged them overhead and joined downwind.

It being late afternoon on a hot day some thunderheads were building in the distance and there was a bit of a crosswind.

We watched the Tiger

The forecast was for more of the same for the next four days. Clearly this was another case of “ time to spare, go by air.”

“ Hope he doesn’t ground loop. “

I managed to hitch a ride the three hours back to Pietermaritzburg and told the club secretary I would go and fetch ILH when the weather smartened up.

There was a collective sigh of relief as the pilot seemed to catch it in time and slowly taxied up towards us. The onlookers gave a round of applause for him as he took off his helmet and gave a cheery wave. People gathered round to admire this lovely old aircraft which had been so perfectly restored.

The sheep on spits were taken off the fires and about a hundred people tucked in to the spread .

There was much talk of aeroplanes and places flown.

That night the heavens opened with massive lightning and thunder. I was confident I’d tied ILH down securely enough, but wondered as I turned over in bed whether the runway would be too water logged.

Natal in the summer often has spells of constant drizzle and low cloud. It was a week before

South African Flying

Periodically, the club would have fly ins to various farmers fields in the surrounding areas. We were usually billeted with families in the area. On one occasion I had flown one of the 150s India Lima Hotel to the field. I parked tied and went to join others having a beer under the umbrella to wait for more planes coming in.

bobble around in the wind as he lined up on finals.

There was quite a bounce from one wheel to the next and I heard the muttering

I could go and fetch the plane. It was a glorious sunny day as I lifted off and headed back to town.

Trimmed out ILH pretty much flew herself in the calm air and after all the rain visibility was brilliant. It was so clear that I felt that I could reach out and touch the Drakensberg mountains in the distance.

All the aeroplanes were back safely so later that evening a bunch of us met in the pub at the flying club to share a beer, play some darts and hear the different stories of getting to and fro with the dismal weather.

Morning dawned and it was overcast with a drizzle and low cloud everywhere.

11

Spooky Tales of Canadian Aviation H

alloween is a spook-tacular time of year where we can all indulge in the macabre and horrific in fun ways, but it's not something you would normally associate with aviation. However, look a bit deeper and you'll find an intriguing connection between Halloween and Canadian aviation! In this article, we will delve into the spooky and fascinating history of how these seemingly unrelated topics intersect.

THE GHOSTLY AVIATORS OF WORLD WAR II:

During World War II, a group of Canadian aviators became known as the "Ghost Squadron." These aviators were part of the Royal Canadian Air Force (RCAF) and were known for their fearless night bombing missions over enemy territory. The term "Ghost Squadron" came from the dark, eerie skies they navigated while delivering payloads of destruction. On Halloween night in 1944, the Ghost Squadron executed a daring bombing run that would go down in history. Their bravery and the spookiness of their mission make for an intriguing connection between Halloween and Canadian aviation.

HAUNTED HANGARS

Many airports and aviation facilities in

12

SEPT & OCT 2023

Canada have stories of hauntings and ghostly encounters. One such place is the abandoned airfield at the former RCAF Station Foymount in Ontario. During World War II, this airfield was a hub of activity, and it is said to be haunted by the spirits of those who served there. Ghostly apparitions, eerie noises, and unexplained occurrences have been reported by visitors and paranormal enthusiasts. These stories turn these hangars into spooky landmarks tied to Canadian aviation history.

THE MYSTERY OF FLIGHT 21

Canadian aviation history is marked by several mysterious and unexplained incidents. One such incident is the case of Flight 21. On Halloween night in 1953, Trans-Canada Air Lines Flight 21 crashed near Sault Ste. Marie, Ontario, killing all 11 people on board. The cause of the

VFC | Aviation Excellence Since 1946

THE FLYING GHOST SHIP:

The legend of the "Flying Dutchman" is known to sailors, but Canada has its own aviation equivalent. The "Flying Ghost Ship" refers to mysterious aircraft sightings that are unexplained or believed to be supernatural. These sightings often occur over the vast wilderness of Canada. While not directly tied to Halloween, the concept of ghostly apparitions in the sky adds an element of spookiness to Canadian aviation folklore.

HALLOWEEN FLIGHTS AND THEMED AIRSHOWS:

II, haunted aviation facilities, mysterious crashes like Flight 21, or the allure of flying ghost ships in the vast Canadian skies, the two worlds intersect in fascinating and sometimes eerie ways. Canadian aviation history is marked by stories that continue to captivate and haunt the imagination, making it an unexpected but captivating connection to the spirit of Halloween.

This Halloween, as you indulge in all things creepy and spooky, take a moment to appreciate the unexplained and ghostly aspects of Canadian aviation history, and remember the brave aviators who ventured into the dark skies to defend their homeland. Happy Halloween, and may your celebrations take flight into the unknown, just as the stories of Canadian aviation's spookier side have for generations.

Spooky Tales of canadian Aviation

crash remains a mystery, and the eerie circumstances surrounding the accident have led to speculation and ghost stories.

To this day, Flight 21 is a haunting part of Canadian aviation folklore.

In recent years, Canadian aviation enthusiasts have found creative ways to blend Halloween and aviation. Themed airshows and special Halloween flights have become popular. These events feature aircraft in spooky paint schemes, aerial displays with pyrotechnics, and even costume-clad pilots. It's a fun way to celebrate Halloween while paying tribute to the world of aviation. Perhaps the Victoria Flying Club might have one in its future? Only time will tell, but we'd be happy to cover it in the Patrician!

In conclusion, Halloween and Canadian aviation have more in common than one might think. Whether it's the brave aviators of the Ghost Squadron during World War

13

T H E P R O F E S S I O N A L

P ILOT

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

OPERATIONS AT AERODROMES WITH SHORT RUNWAYS

P

rofessional 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 fifth in a series that will examine aspects of piloting light aircraft to a professional standard.

Today’s topic is operations at aerodromes with short runways. When you did your PPL flight test one of the required maneuvers was a short

14

SEPT & OCT 2023

field takeoff and a landing. more important for safe As per the TC Flight Test operations than the Guide the performance actual stick and rudder criteria you were assessed movements they apply. on were all related to Let’s start with the aircraft handling. That is for short field landing. example, was the aircraft Fundamentally it should be rotated at the speed the same as any “normal” specified in the POH? This landing. There should be makes sense in the context a stable on speed flight of a flight test because path to the intended it provides quantitative touchdown point and assessment criteria, the touchdown should however the flight test be at the selected point format makes it difficult to and in the correct tail low measure the pilot decision landing attitude. Yes, a making aspect to short slightly slower than normal field landings and takeoffs. speed is used to reduce This is unfortunate as float in the flair and there the decisions that a is heavier than normal pilot makes are often

VFC | Aviation Excellence Since 1946

even a short field, I would even at gross weight your argue no. OK now let’s unfactored take over say its summer and it’s 38 distance over an obstacle degrees, something that is is 2295 feet. Takeoff on not unusual for this area, runway 25 and you will with a wind of 10 to 15 have a boost from the knots from the West. Well downhill portion which the POH only adds another will reduce the required 110 feet of runway distance even more plus required, so is this a short you are climbing out field ?It is absolutely a towards the lower ground short field ! to the West. Normal The bigger challenge takeoff technique will work however starts with the Why? Because as per fine. But let’s say the wind question of what margins the CFS caution you will is 070 at 8 knots. Now do I have and are they be approaching over which runway are you big enough. And these high terrain to the East going to use ? Takeoff on margins don’t just apply to of the airport, and you runway 07 and you have a landings they apply to the may encounter strong headwind, but all of your takeoff too. It is entirely downdrafts. In addition, takeoff roll is going to be possible to have enough after the first 1500 feet on the uphill portion of the performance margins for of runway 25 the runway runway. The unfactored a safe landing but not has a 4% downslope. The ground roll is 1335 feet enough to takeoff again. rule of thumb is to add or but the 4 degree upslope subtract 10 % to landing/ A great example of means a 40 % penalty so takeoff distances for assessing margins to drive that increases the ground every 1 degree of slope good decision making roll to 1869 feet. However with a sloped runway. is operating out of Echo partially offsetting this you It is easy to see that a Valley BC (CBJ4). As you get a 10 % credit for the high fast approach with can see it has a 3412 foot headwind so the ground a late touchdown could paved runway but the roll is now 1682 feet. It not end well. This needs aerodrome elevation is may seem counter intuitive to be recognized as an 3650 feet. Let’s say you but in this situation I would approach and landing with arriving on a 10 degree takeoff on runway 25. As lower margins and flown day with no wind. Round per the POH chart notes, accordingly. up to 4000 feet (Note I you take the same 40 % always round up to the When it comes time penalty for the tailwind next higher altitude and to take off from Echo but you have the downhill temperature) and you get Valley understanding your run for the last part of the a total distance required of margins is even more takeoff roll and you are 1460 ft, less than half of important. With that 10 not taking off towards the the runway length. Is this degree day and no wind

The Professional Pilot

braking with the flaps up and the wheel back to reduce the ground roll, but it really is just another landing. The difference is in the performance margins available. A bit fast on a 5000 ft runway is inconsequential, a bit fast on a 1500 ft runway is a whole different story.

15

The Professional Pilot

area of the CFS caution “terrain rises rapidly East of Runway 25” Things get more interesting if we are trying to takeoff on the 38 degree day.

Unfactored takeoff distance to 50 feet is 2880 feet. This now becoming marginal and a strong wind from the East, typical in the afternoon, would force a 07 takeoff.

Even with a 20 knot headwind the penalty from the uphill portion of the takeoff roll makes this takeoff impossible to safely complete at gross weight.

Things look a bit better if you have a Westerly

16 SEPT & OCT 2023

wind,but I think the margins are too tight to do this safely. So, the options are wait for

cooler temperatures and/ or reduce the weight.

The difference in takeoff distance by waiting for

VFC | Aviation Excellence Since 1946

cooler temperatures is not huge. At 20 degrees the takeoff distance is reduced from the unfactored 2880 to 2480 feet. Reducing the takeoff weight from 2550 to 2200 lbs generates a more substantial reduction by reducing the unfactored takeoff distance from 2880 to 1975 feet. With good technique this is looking doable if we are taking off on runway 25 but is still a no go for runway 07.

Why ? because of that

rising ground to the East.

Just because you have safely made it up to the 50 foot obstacle clearance height doesn’t mean you troubles are over, you still have to climb up high enough to get above the obstacles to pick up your track to the next destination. On a 38 deg day your climb rate will be less than half of what you are used to seeing in Victoria. So instead of 800 feet/min you will see less than 400 feet/min.

Since you are going about

1.3 miles a minute it will take you almost 3 miles of straight line flying to gain just a 1000 feet more altitude and the higher you climb the worse off you are.

So far I have written about 1200 words just about short field landings and takeoffs but only 30 discussed the actual technique for flying the maneuver. That was deliberate as you will have gotten the full briefing on the “how” part of flying

17

The Professional Pilot

in and out of a short field during your flight training but probably didn’t get a lot of the “What, Why and When” for operating out of short fields. The actual length of the runway does not define a short field, many other factors must

18 SEPT & OCT 2023

be considered before deciding on what technique to use and critically whether there is enough margin for both the landing and then the subsequent takeoff to be safely completed.

VFC | Aviation Excellence Since 1946

The Professional Pilot

CBJ4 poses a particularly complex set of factors to be considered but many airports that can be operated using normal landing and takeoff techniques under ideal conditions require careful evaluation before operating there when

conditions are less favorable. That careful consideration should be done as part of the preflight planning process, not when you are on short final.

19

Decisions we Make

DECISIONS WE MAKE

CONSEQUENCES OF MAKING THE WRONG MOVE CUT DEEP AND LINGER

By Richard McSpadden

Richard McSpadden led more than 100 airshow performances for the USAF Thunderbirds, flying the #1 aircraft.

This article was originally published in June 26, 2023 in AOPA and is republished here with permission.

N

atural light seeped in behind us and through high windows along the side walls. Ahead, just out of the shadows, a woman stood next to a glistening Thunderbird aircraft.

She fidgeted slightly as we approached, belying an otherwise elegant poise.

Immediately, we knew this was no ordinary FARKLE, a special VIP access we granted to Friends And Relatives, Kin, and Likely Extensions to meet the team and see a jet up close. She stood alone, no team member escorting her, no family tagging along.

She moved down our sequential lineup, pausing with each of us, searching our eyes as she shook our hands. We explained our operations and described the impressive capabilities of the red, white, and blue F–16 beside her, which she greeted with polite but manufactured interest and a hint of impatience. She wasn’t

20 SEPT & OCT 2023

there to see the airplane. We finished the talk and asked if she wanted to step up and look in the cockpit. “No.” She knew time was limited.

She began to ask questions about us, and we broke our stiff lineup and closed around her in a scraggly semi-circle to hear clearly in the echoey hangar. Her questions were unusually personal, but something about her demeanor kept them from being inappropriate. She turned to me. “What kind of ice cream do you like?” Vanilla. “The only choice for true ice cream lovers,” I quipped.

Her giggle struck me as delightfully incongruous with her genteel carriage.

“What is your favorite color?”

“Any color as long as it’s blue,” I cracked.

“Oh, you’re kind of a jokester, then?”

It wasn’t casual banter, she was

VFC | Aviation Excellence Since 1946

intensely interested in my answers. She found insight into the minutiae of our personal tastes far more interesting than anything we’d explained about our operations or our airplanes. She continued: What kind of music did I like? What was my favorite movie?

Did I have any hobbies?

Her eyes brightened when I mentioned spending time with my children and that I had a 6-year-old daughter.

“Oh!” She stepped closer.

“What kind of things do you do with her?”

She found insight into the minutiae of our personal tastes far more

interesting than anything we’d explained about our operations or our airplanes.

“We play!” I answered.

“After work, she’ll often host me for dinner in her toy kitchen. The dress code is specific. I can wear my flight suit, but she insists I remove my boots, which I think she’s connected with me staying home. We also have epic pillow fights, and I’m teaching her how to ride a bike.”

She smiled, closed her eyes, and inhaled.

After a bit, she looked up and said quietly, “Thank you. My dad was a Thunderbird pilot. He

was killed flying when I was very small. I have memories of him, but they are faded. Mostly, I know him by hearing stories from my mother and others who knew him and from leafing through pictures in old scrapbooks. I know he loved flying and loved being part of this team.

I can, on rare occasions, conjure up his smell and remember the coarseness of his flight suit. I never got to grow up with him,” she said. “So I never really got to know him, and know what he was like, what he liked. He probably had a lot in common with you, so I think that by getting to

21

Decisions we Make

know you and details about what you like and things you do, I get to know him just a little bit better.”

We embraced. She slumped, lost the battle to contain her tears and stopped fighting. She was not, in that moment, a professional woman, a wife, a mom, an adult. She was just a girl, hugging her father—or the closest proxy she could get to her father—whom she had missed so deeply for so long. Physical amputees sometimes report feeling

pain in their missing limbs. Her pain emerged from her missing fatherdaughter relationship, amputated by his crash.

When a pilot perishes in an aircraft accident, suddenly—in an instant— they’re gone. They blast a hole in the lives of spouses, children, grandchildren, and close friends that can never be filled by anyone else.

The mourners learn to cope with the loss, but they never get over it.

"Our lives are just one of many influenced by the decisions we make in the cockpit, even when we fly solo."

22

SEPT & OCT 2023

VFC | Aviation Excellence Since 1946

Richard McSpadden Decisions we Make

Senior Vice President of AOPA Air Safety Institute Richard McSpadden was appointed executive director of the AOPA Air Safety Institute in February 2017 and was promoted to senior vice president in July 2020. He currently leads a team of certified flight instructors and content creators who develop and distribute aviation safety material –free of charge— in order to advance general aviation safety industry wide. ASI distributes material through a dedicated YouTube channel, iTunes podcasts, Facebook, and a dynamic website. ASI material is accessed 12 million times annually.

A native of Panama City, Florida, McSpadden started flying as a teenager and logged over 5,000 hours flying a variety of civilian and military aircraft. McSpadden is a commercial pilot, CFII, MEI with SES, MES ratings and a 525S (Citation Jet Single Pilot) type rating. He taught his son to fly, instructed his daughter to solo in their Piper Super Cub, previously owned a 1950 Navion that was in his family for almost 40 years, and currently owns a 1993 Piper Super Cub. McSpadden holds a degree in Economics from the University of Georgia, and a Master of Public Administration from Troy University. He is a graduate of the U.S. Air Force Air War College. Prior to joining AOPA, McSpadden had a successful career in the information technology industry, leading large, geographically dispersed operations providing business-critical IT services. McSpadden also served in the Air Force for 20 years, including the prestigious role of commander and flight leader of the U.S. Air Force Thunderbirds flight demonstration team where he led over 100 flight demonstrations flying the lead aircraft.

Additionally, McSpadden served as the industry chair for the General Aviation Joint Steering Committee.

On October 1st, 2023, Richard McSpadden Jr was one of two people killed in an aircraft accident October 1 in Lake Placid, New York. The day, AOPA issued the following statement: "We are deeply saddened to report that Richard McSpadden died in an aircraft accident outside Lake Placid, New York, on Sunday afternoon. The Cessna 177 Cardinal in which Richard was in the right seat experienced an emergency after takeoff. The airplane attempted to return to the airport but failed to make the runway. Both occupants lost their lives."

Richard was a very accomplished pilot, including serving as commander of the U.S. Air Force Thunderbirds during his military career, and a trusted colleague, friend, son, husband, and father. Richard is survived by his wife, Judy; his son, Grant; and his daughter, Annabel. We at the Victoria Flying Club will keep them in our thoughts.

23

THANKS FOR THE SHARE!

SOME OF THE PEOPLE WHO TAGGED US ON INSTAGRAM!

From top, left to right: @burtonader: Maid in the Shade and Sentimental Journey; kyla.kowalchuk. photography: Super fun morning at @victoriaflyingclub learning all about the next adventure; @mil. veh: B-25 at #victoriaflyingclub; keanumcgillphotography: # SDZ; @heatherthepilot: "Me excitedly walking to/from different things see and explore at a new airport before my copilot can snap a pic"; @ planeperfectdetailing: Shiny planes are fast planes right?" // Thanks for the share!

Tag us on Instagram & get featured!

@victoriaflyingclub #flyvfc

#victoriaflyingclub