April 2016 - The Patrician

THE PATRICIAN April 2016

The Victoria Flying Club ~ Aviation Excellence Since 1946

SHOW AND SHINE VFC invites you to show off your plane in the spring Open House, May 14; FormFest 2016 (May 28, rain date June 4) is coming

LIVING THE DREAM IN VENEZUELA VFC alumnus Eduardo Feo shares his experience going from CPL student to landing a job as First Officer

STAYING CURRENT Upfront Aviation shares their experience with PPCs in an airline operation

CPL GROUND SCHOOL Classes start this month

THE PATRICIAN April 2016

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.”

(Victoria Flying Club Incorporation Bylaws, 1946)

BOARD OF DIRECTORS PRESIDENT Ramona Reynolds president@flyvfc.com VICE PRESIDENT Howard Peng SECRETARY Colin Williamson TREASURER Vernon Fischer DIRECTORS Steve Demy Rob Shemilt Rolf Hopkinson John Litherland GENERAL MANAGER Gerry Mants CHIEF FLYING Graham Palmer INSTRUCTOR 1852 Canso Road Sidney, BC V8L 5V5 www.flyvfc.com info@flyvfc.com

In This Issue

2 News Around the Club

5 First Solos and Member

Achievements

7

11

The Hobbyist

by Stephen Long

13

Staying Current in an Airline Operation

15

FleetCaptain Corner

16

Fly-Out Bug

17

Ground School Schedules

VFC Celebrates 70 Years!

Graduate Profile: Eduardo Feo

Phone: 250-656-2833

Editor: Katy Earl flyvfcmarketing@gmail.com The Patrician accepts unsolicited submissions.

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.

Front cover photo credit: Edwin Harvey, Argentina

Connect with us and share your aviation stories!

VFC News

News Around the Club AGM News

allow members to purchase their own Aero-Lift (roughly $20,000 - see http://armaerospace.com, or talk with Marcel at the Club office) in order to store their airplane safely in the hangar. This opportunity could amount to huge savings for the aircraft owner, as purchasing or building a hangar can easily cost $100,000 or more. Are you interested in exploring this option? Talk with Marcel to discuss the possibilities.

VFC enjoyed a well-attended AGM on March 3rd, which wrapped up before 2100. VFC welcomes John Litherland as a new Director.

VFC is a not-for-profit organization, meaning that the Club belongs to each individual who pays a membership, and that any financial profit belongs to the Club and not to individuals. The Club is governed by a volunteer board who are elected each year at the AGM. Our board brings a mix of business experience combined with a love of flying and a passion for the success of the Victoria Flying Club. They put in significant unpaid hours to make sure VFC remains a safe, affordable, and fun place to fly.

Parking, Lounge and Flight Bookings VFC is working on a hangar project, looking to provide more options for members to store their aircraft in a protected space. The project would

Image: Are you interested in hangar parking?

On the parking front, VFC invites visitors to park without charge for the day in the front of the club and also on the main ramp, with a small fee of $15 for overnight stays. For VFC members, longer term grass, paved, or hangar parking is also available.

Image: The 2016 Board of Directors (not in the photo: Rolf Hopkinson) Aviation Excellence Since 1946

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Also from the office, lounge bookings are filling up for the spring and summer. If you are planning an event, be sure to call the office to make sure there is a time slot open to you and to make your booking.

April 2016

VFC News On the note of booking ahead, VFC is looking forward to a busy spring / summer season and advises making your reservations for recreational flights and aircraft early on.

prove, and most importantly, have fun. It was also discussed at the inaugural meeting how a simulator rota would work. Don Devenney has very kindly set up a Redbird training/familiarization session on April 2nd from 2 to 4 pm for all participants to become familiar with the the operation of of the Redbird, particularly the setting of scenarios from the right seat.

May Open House - Call for Aircraft for 'Show and Shine' This year's spring Open House will be held on May 14th; mark your calendars!

NEWS / EVENTS

In past years, the Open House has included a 'Show and Shine,' providing the opportunity for those in the aviation community to show off their aircraft. There is no cost to be included in this year’s Show and Shine. If you would like to participate, you can contact Gerry Mants or Marcel Poland at the VFC office: 250-656-2833 or info@ flyvfc.com.

Image: Bring your airplane to the May 14th Open House!

Social Meetups

Deadline to submit your COPA election vote

APR 5

COPA Flight 6 meeting at 7 pm featuring Darlene George, Nav Canada Manager, and Randy MacKenzie from Victoria Harbour FSS

APR 8

**CPL GROUND SCHOOL starts.

Call to register!

APR 17

Seaplane Ground School Mountain Ground School

APR 24

Laura Van Buskirk leads the VFC team in the TC 10K

APR 25-27

BC Airports Workshop and BCAC AGM, Nanaimo

APR 30

IFR Round Table at 1330 in the VFC classroom

APR 30 MAY 1

Brendan McCormick, Helijet Chief Pilot, Rotary-Wing, will teach a two-day Commercial CRM, Human Factors, and PDM class

MAY 14

VFC Open House

MAY 28

FormFest 2016 (Rain date JUN 4)

Is your aviation related event not listed?

Let us know at news@flyvfc.com.

The first IFR Round Table met on March 12th with nine enthusiastic participants. This meeting covered the objectives of the IFR Round Table, which are to promote instrument flying and to create a social environment where pilots can learn, imApril 2016

APR 4

Finally, ICAO flight plans and the applications that can be used to both file, display, and validate 3

www.flyvfc.com

News WomenVFC in Aviation School News

these plans was discussed. The next meeting will be held on 30 April and will involve pairing of simulator partners, a monthly scenario, and a discussion of RNAV procedure design. The IFR Round Table is open to everyone with or without an instrument rating and a desire to learn and have fun.

VFC is pleased to have Brendan McCormick, Helijet Chief Pilot, as a guest instructor for the CPL classes on Commercial CRM, Human Factors, and PDM. Brendan has over 35 years of experiece in the aviation industry. Register for these classes today!

From the office: the updated IFR charts and water supplements have come in.

VFC wishes Dispatcher Alethia Forsberg a bon voyage in her next adventure in Edmonton! We will miss you!

Have aviation-related news? Tell us about it at flyvfcmarketing@gmail.com.

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 $17,054 from the Thrifty Foods Smile Card program. These funds have been appreciated by all members of the club. Thank-you Thrifty Foods!

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April 2016

VFC Achievements

First Solos and Member Achievements “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.�

Isaac Bland Instructor: Brady Tucker New Members Brian Norwick David Jameson Dylan Pitcher John Evans Jonathan Wolter Kenton Nicholson Keray Stott Ling Feng (Patti) Shen Merril Roberts

Samuel Godsell Yves Bourdeau

PPL Flight Test Brent Yager

First Solo Isaac Bland

CPL Written

PPL Written Exam Jared Smith Lewis Wilson Matthew Wate

INRAT

Richard Rebneris

Lynn Flandera

VFC CHARTER SERVICE - BE THERE IN MINUTES! The Victoria Flying Club operates a charter service to a variety of destinations the lower BC area. VFC Charter offers inexpensive, timely, and direct transportation to places not serviced by other commercial carriers.

The charter service is an on-demand operation (no set schedules) and is operational in day VFR conditions. Please contact us for more information on destinations and costs.

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

April 2016

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VFC News

VFC Community & Career Open House

Stop dreaming and DO it! You CAN learn to fly!

Dream. Discover. Experience. Explore.

Saturday, May 14 11am-3pm 1852 Canso Rd. Sidney, BC 250-656-2833 www.flyvfc.com

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April 2016

Feature Article

Hobbyist The

T

here’s nothing more enjoyable than taking to the skies in my Cessna 182. As a hobby, flying in the Pacific Northwest allows one to feast on magnificent scenery, catch glimpses of killer whales

in the waters of the Strait of Juan de Fuca, and bask in moments of peaceful solitude while cruising along the airways.

I’m fortunate to have a WAAS-equipped aircraft that permits some very interesting and fuel-saving routings. I recall returning one time from Campbell River (CYBL) at 9000 feet and being cleared by ATC direct to DAXET for the RNAV Z RWY 09 into Victoria from just north of Qualicum (CAT4). On another occasion, I was cleared, after the missed approach at Bellingham (KBLI), direct to KELKU for the ILS/DME RWY 09. However, one of the more interesting routings was being cleared direct to LAFFO for the RNAV Z RWY 27 after a missed approach at Bayview Regional (KBVS).

"... a 40-mile straight-in approach to Runway 27… may not be a common sight" When Victoria Arrival passed me on to the Victoria Inner Tower, the air traffic controller, with a touch of perplexity in his voice, queried me as to which approach I was flying. I could understand his puzzlement, since observing an aircraft flying a 40-mile straight-in approach to Runway 27 from the US side of the border may not be a common sight.

ef In the vicinity of CYYJ, there are at least a couple of dozen round-robin flights that offer a variety of interesting approaches, pilot-controller interactions, and local weather phenomena. Among these approaches, one of my favourites is the RNAV (GPS) RWY 34 into Arlington Municipal (KAWO) in Washington State. With the aim of seeing what our American cousins were up to on a beautiful spring day, I set out one morning, when the winds were favouring RWY 27, to see what was happening on the other side of the world’s longest undefended border.

In terms of maintaining one’s skills, the pilot-navigated MILL BAY SEVEN departure with a DISCO transition offers a greater challenge than the VICTORIA FOUR VECTOR SID. When flying the MB7.MB, I often forego the Aviation Excellence Since 1946

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April 2016

Feature Article Women in Aviation use of the autopilot and hand fly the aircraft so that, in the event of an autopilot failure, I’ll be able to fly the departure with no appreciable difference to the autopilot’s commanding of the plane. But this was not always the case. Until recently, I had allowed the autopilot to manage my flights continuously, while I maintained observational vigilance over what was happening on both the PFD and MFD. However, after some IFR training in the US, I abandoned this approach when the instructor made it clear that engaging the autopilot shortly after takeof f until shortly before landing would erode my manual handling skills and could eventually lead to a fatal accident in IMC should the autopilot fail.

That aside, once the departure procedure of my round-robin flight to Arlington Municipal was complete and I was firmly established southbound along V495, I chose to relax a bit after completing level GUMPS. This is the moment when one can take in the majesty of the Olympic Mountains or a snowcapped Mt. Rainier, or even the beauty of the archipelago that stretches from the juncture of the Strait of Juan de Fuca and Georgia Strait northward to Vancouver and beyond.

Since I was in no particular hurry to complete this flight, when Seattle Approach offered me direct to SAVOY from JAWBN, I declined and asked if ATC could accommodate a JAWBN to PAE transition before I proceeded direct to SAVOY, which is the IAF on the RNAV (GPS) RWY 34 into KAWO. Go here to view approach plate: http://155.178.201.160/d-tpp/1604/00795R34.pdf. (After April, when this hyperlink is no longer active, go to www.airnav.com/airports/, enter KAWO in the identifier field, press enter, scroll down to IAPs under the Instrument Procedures heading, and download RNAV (GPS) RWY 34.)

In the spirit of international accord, the controller agreed, although, little did I know that twenty minutes later, it would be abundantly clear that on future flights into this sector, I wouldn’t ask to dillydally around in such a busy corridor. So there I was, in a state of complete bliss, flying the leg from PAE to SAVOY and expecting momentarily those magic words “C-GRJW is cleared the RNAV RWY 34 into Arlington Municipal.” Well, it didn’t happen! Nope—not even close! I was aware of other VFR traffic in the vicinity, as displayed by the GTS 800, but from my perspective, it didn’t appear to conflict Aviation Excellence Since 1946

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April 2016

Feature Article with my flight path. However, to the controller it did appear that way, and thereby began my unplanned discovery of eastern Washington State while on radar vectors. One thing I have to say is that American controllers are supermen/women when it comes to high workloads and as my long “discovery flight” neared its end, the controller, who was in nearly constant contact with me, gently vectored RJW to re-intercept the approach into KAWO, giving instructions, at times, as to what I should do in the event of a communications failure and for how long I should fly a certain heading. (Up came the timer on the PFD!) After passing SAVOY, I flew the approach down to the LPV minimum of 335 ft ASL – the altitude at which I crossed the threshold of RWY 34. At this point, the G1000 automatically goes into SUSP mode. After discontinuing SUSP, I opened the cowl flaps, began a climb straight out to 1000 ft, reengaged the autopilot in NAV mode, set the altitude to 2000 ft and dialed in a 500-ft per minute rate of climb, all while monitoring that the plane was, in fact, in “a left climb” back to SAVOY for the hold.

(It’s a very busy phase of flight for a single pilot.) Due to the high number of VFR aircraft in the vicinity of the hold, Seattle Approach instructed me to continue in the climb up to 4000 ft. After resetting the altitude, I settled back to monitor the autopilot and ensure that it enunciated the correct hold entry and initiated it properly. Occasionally, the autopilot doesn’t do what one expects it to do and one has to be ready to assume manual control. In this instance, the autopilot did everything correctly, and I completed two turns around the hold before requesting 6000 ft and direct to DIGGN.

"... Occasionally, the autopilot doesn’t do what one expects it to do and one has to be ready to assume manual control."

Once reaching DIGGN, Seattle Approach cleared me along Victor 495 to WATTR, at which point I was passed on to Whidbey Approach (118.2), who cleared me to DISCO. About 4 NM prior to crossing the international border, Whidbey Approach passed me on to Victoria Arrival (125.95) who assigned me the DISCO TWO ARRIVAL. About halfway along the segment from DISCO to LUSHE, I was told I could expect a lengthy hold at OMINU, due to traffic arriving into Victoria on the APASS 4 ARRIVAL. A few minutes later, I was offered the option of vectors for the ILS/DME RWY 09 into Victoria, if I could maintain an airspeed of 140 kts or greater. Since this is the best forward speed of my 182, I accepted the vectors-to-final. A few minutes later, I was cleared from 6000 ft to 4000 ft and, as my airspeed increased to 152 kts, I was grounding 168 kts with a good tail wind pushing me along. Although the airspeed indicator tape was well into the yellow caution zone, the air Aviation Excellence Since 1946

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April 2016

Feature Article Women in Aviation this day was as smooth as glass, so I wasn’t worried about the structural integrity of the aircraft. As the steady stream of vectors from ATC continued, I could see on the MFD that I was going to intercept the final approach at MEDBA. Just prior to intercepting the localizer, Victoria Arrival instructed me to contact Victoria’s Inner Tower on 119.7 with my speed restriction. The Inner Tower, in turn, had me maintain the restriction until the Mill Bay beacon, at which point I was told that airspeed was now at my discretion. As I followed the glide path down, I disengaged the autopilot at 800 ft AGL. (This is the legal descent limit for the KAP140 autopilot.) While continuing the fixed rate of descent and slowly reducing speed, I comfortably crossed the threshold at 75 kts and landed safely just beyond the 1000 ft markers. All in all, I thought it was a pretty good flight for a hobbyist.

ef Besides the sheer joy of flying, there is, of course, a side benefit to IFR flying, in that it keeps your mind sharp and nimble. I find this especially important as my physician, who moonlights as a stand-up comedian, informed me during my last annual check-up that, although I was fit and healthy, my lab tests had carbon-dated me to the early Cenozoic Era, and in the coming years, I could expect the insidious effect of old age to rear its ugly head. Hopefully, the cognitive skills involved in instrument flying as a hobby, will keep the neurons firing across the synapses of my brain for some years to come.◆ Good flight!

skylane c-grjw

All rights reserved. No part of this work may be reproduced in any form or by any means without the prior written permission of the author.

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April 2016

Feature Article

VFC Celebrates 70 Years!

Graduate Profile - Eduardo Feo, First Officer The Victoria Flying Club is proud to celebrate 70 years of promoting aviation and providing flight training.

International students have found a welcoming place to learn to fly at the VFC. This month's graduate profile features Eduardo Feo, who came to the Club from Venezuela. He currently is a First Officer flying a Citation V for a building company around Latin America and the USA. If you are a VFC graduate, we would love to hear where your flight training has taken you. See page one for how to share! - Katy Earl, Editor ---------------

Image: Eduardo Feo as a CPL student at VFC, 2015 VFC: Tell us about your career path towards becoming a pilot.

EF: Before I get into that, I would first like to express my thanks to all the VFC staff for helping me through my formation as a pilot, with special thanks to Gerry Mants, Bonnie Tidswell, Graham Palmer, Jason Stewart, and Hana Nakahara.

I would also like to take the chance to congratulate the Club and the staff on VFC's 70th anniversary and commend them on keeping their standard as one of the best flying schools.

April 2016

Regarding my career path, I decided to become a pilot around September 2013, a year after I finished high school. I took a discovery flight while I was living in Panama, and I got hooked right away. I started ground school in Panama the week after. When I got my private license, I decided to finish my training In Canada. That's when I came to the Victoria Flying Club, in August 2014.

After I got my Canadian license through the Club (February 2015), I went to Panama (where my parents are currently living) looking for a flying work, but as a foreign this was impossible. I thence knew that my remaining option was In Venezuela, so I decided to try my luck over there.

It took me around 4 months of paperwork to go through the process of having my Canadian CPL validated in Venezuela. After I got my Venezuelan license, I made contact with some local pilots at the city airport which allowed me to keep current flying C-182 on request for tourists once every 10-15 days. It also gave me the chance to meet people and start working on my college degree.

After around four months of looking for better opportunities, a close friend of mine (Chief Pilot at a corporate flying company) told me that his co-pilot for a Citation V jet decided to quit the job and left the country, and he asked me if I was willing to take his seat. Obviously I said yes.

I got rated for the plane and started flying right away. At this time, I only have around two months at the job, but I have learned and enjoyed a lot!

VFC: What challenges did you have to overcome in order to become a pilot?

EF: One of the most difficult factors to overcome in order to become a pilot was money. Luckily, my parents have been hugely supportive of my goals

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Feature Article and helped me with part of the financing. I also took several part time jobs while doing my pilot training so that I could pay for the expenses.

Other challenges included the time necessary to build hours, especially during poor weather, or during the high season when there is more competition for airplanes.

weather is more unstable.

Another big difference is the current status of aviation in Venezuela; even though us pilots make our best effort to guarantee the safety of our passengers, we have to deal with the lack of proper infrastructure of the airspace: broken or unreliable navaids, poor runways, little to no air services, lots of illegal flights, unprepared controllers and aircraft workshops, and somehow the lawlessness regarding the aviation industry.

The workload as a pilot is very different.

VFC: Do you have any advice for VFC students?

EF: I would like to tell VFC students to keep it constant, as sometimes the goal to become a pilot looks impossible. It is not, but you will have to make some sacrifices and change some things in your life. Besides that, the key is to always look to improve yourself as a pilot (beyond the cockpit too). After you have done that, you just need to be at the right place at the right time.

Image: Eduardo is now a First Officer flying a Citation V throughout Latin America and the USA VFC: How does being a pilot in Venezuela compare to being a pilot in Canada?

EF: In Venezuela, a career as a pilot is a rather well paying job compared with other salary ranges in the country (I make around 90 times the minimum wage in Venezuela!). It's important to note that corporate flying here is totally different from an airline job: the crew (pilot and copilot) must take charge of every aspect of the flight, from dispatching the aircraft, loading the cargo and pax, to taking care of the airplane condition, looking out for the maintenance schedule, and trying to source airplane parts.

There are other differences in being a pilot based in Venezuela rather than in Canada. One point of difference is weather: while in Canada you can operate in temperatures below zero degrees in snow and IMC conditions; here in Venezuela we work with much higher temperatures and the Aviation Excellence Since 1946

VFC: What do you like the best about your career?

EF: What I like the most about my career is that I can experience new places and meet new people every day. You never know where you will be week after week, and this is the free and comfortable lifestyle I love.

Image: Eduardo getting prepped for a flight 12

April 2016

Feature Article

Staying Current in an Airline Operation What does it look like?

Contributed by Jeff Lightheart, former VFC Instructor; UPFRONT AVIATION "It's time for my PPC renewal."

one, and the better pilot you become. The PPCs take place in What exactly does that mean? a full motion Category D Flight PPC is short for Pilot Proficiency Training simulator. In my most Check. When you get hired by recent PPC I had the pleasure of an airline, the company will most being the first pilot checked out often train you to fly their aircraft in this particular simulator as it type, be it a Kingair, or A380, had been certified for use the unless you are already current previous day. on the aircraft. That training and flight test (either in a simulator or Current state of the art in the aircraft) is your initial PPC. simulators are incredible and they have been programmed The check is usually performed to accurately represent flight by a Check Pilot employed by in almost all scenarios. As the the company who has been simulator was brand new, our approved by Transport Canada, simulator instructor showed and sometimes, although rarely, us new terrain software the PPC is performed by a that had been added for the Transport Canada employee to Vancouver area. Accurately ensure quality of training. Similar represented were the North to a Cessna 172S check ride, the Shore mountains complete with pilot is required to know how to operate all systems, be familiar with emergency procedures and memorize critical airspeeds. On a larger aircraft there is just more to know.

the local mountains and ski hills. Downtown buildings and surrounding areas were perfect!

It was the best of Microsoft Flight Simulator combined with full flight simulation providing a very real, near perfect simulation.

So this is where the PPC takes place, but what else happens you ask?

PPCs are generally done in a multi-crew environment which simulates an actual flight. Once my co-pilot and I are seated in the cockpit of the simulator and the PPC begins we are being judged on everything we do individually and as a team using CRM. The PPC will begin as if

As a professional pilot, you’ll be required to successfully complete a PPC renewal every six or twelve months, depending on the aircraft type and the company. With my current employer I am required to do a PPC every six months, so preparing for these becomes a bit of a science. The more PPC renewals you do, the better Image: A PPC may take place in a simulator such as this one prepared you are for the next April 2016

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Feature Article it were a normal flight using all checklists and company procedures, except we will experience varying emergency scenarios and we must work together and deal with the situations as they arise. For example, we may have a problem starting an engine or a fault with an electrical system immediately after start-up. Just like a Private Pilot or Commercial Pilot Flight test, we need to demonstrate proper handling of the aircraft and all other systems including loss of autopilot or other systems that we rely on heavily.

We demonstrate multiple takeoffs with the weather in the simulator set at 1/8 mile visibility.

We also demonstrate multiple landings with an engine failed and autopilot disengaged in very poor visibility. The simulator allows us to do all of this safely and in a very short time span when compared to the time it would take in an actual plane.

Once we have completed the takeoff, handling of the emergency, and getting the situation under control, the simulator instructor can press the FREEZE button on the simulator and reposition us for the next exercise, thus maximizing our time in the simulator.

Once we have completed the required simulator exercises, we move to a classroom and the examiner will review our performance and discuss areas for improvement and strategies to use.

This completes the PPC renewal process, and in six month’s time, I will get to do it all over again being wiser from the previous sessions.

A final note about Pilot Proficiency Checks: For all of the PPCs I have completed over the past five years, I have been paired with a pilot I have never flown with before and who I probably had just met moments before our first simulator session. This is where a solid grasp not only of the company’s SOPs comes into play and also being comfortable with CRM and knowing how that two crew environment is going to work best.

But you don’t want to wait until you land the job Aviation Excellence Since 1946

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to start thinking about CRM. When I interviewed for my first 703 Metro II position, I was placed in a simulator for an aircraft I had never flown, with a pilot I had never met, in a two crew environment, which was brand new to me. That was some serious pressure, but it was a lot of fun, and one of my favourite memories from my time in aviation. And that pilot sitting in the other seat is still a good buddy of mine, after we both got hired and flew together for a couple years.

As you look ahead to your career in the aviation industry with many successful PPCs in your future, be sure to look for opportunities to learn as much as you can along the way. You’ll be better prepared for the new challenges and experiences you’ll encounter!

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Stay connected with UPFRONT AVIATION on Facebook for dates and details of upcoming seminars, or email us directly with questions, feedback, or even just a friendly hello.

Jeff Lightheart UPFRONT AVIATION E: upfrontaviation@gmail.com W: facebook.com/upfrontaviation P: 250.893.5661 About UPFRONT AVIATION Jeff Lightheart is a former VFC student and instructor. After several years flying for cargo operators and as a Captain for a small regional airline, he now proudly flies for Canada’s second largest airline. Jeff founded UPFRONT AVIATION as a way to carry on his love of teaching and as a means of helping other pilots bridge the gap between their Commercial training and landing their dream job.

April 2016

Feature Article

FleetCaptain Corner FleetCaptain

Managing Fuel in the Master Tank Until recently, VFC managed the master fuel inventory the old fashioned way: Take a reading with a dipstick, write it down on a piece of paper. Note the time, and the person taking the reading, then refer to a table to determine the number of litres remaining in the tank. Write that down, keeping a paper record of what’s gone on. It worked, but was prone to errors and created some extra work passing the clipboard around, making manual entries and calculations, and interpreting the results.

Marcel asked that FleetCaptain be adapted to make the process easier and error-free. After a few new lines of code, we have methods for creating and dimensioning tanks, entering and storing data, and managing the fuel inventory.

1) The line staff dips the tank and enters the reading directly into a mobile device, 2) FleetCaptain does everything else; notes the date and time, the person taking the reading, converts the reading to litres and gallons, percent fuel remaining and keeps records, 3) The results are available for every FleetCaptain user to see at all times. No more “where did that clipboard go…”

4) Using a QR code, anyone can check the level of the tank at any time using a mobile phone. Try it using the captive test system. It’s not live data but you’ll get the idea.

5) Managers, dispatchers maintenance and ramp staff have all the information they need at their Þngertips to effectively manage our fuel inventory.

Steve Demy

ATPL, ATP (multi), B. Eng. (Electrical) Victoria Flying Club - Director Columbia 300 driver FleetCaptain - Developer sndaviation.com

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COPA Quadrant

We hope you will join us in what will be an interesting presentation regarding another level of air traffic services around YYJ and YWH airspace.

Plans for spring meetings will deal with flying into the US and getting a grip on their ever-tightening procedures, plus talks about the summer fun flyouts to come.

The COPA Flight 6 Board consists of: Flight Captain (President) Rob Shemilt

You neither need to be a COPA National or member of the Victoria Flying Club to attend.

Bring a friend if you wish! For more information, contact copaflight6@gmail.com.

Co-Captain (Vice President) Allan Rempel Navigator (Treasurer) Art Reitsma The March 1st meeting featured Captain Derek Clarke, an Air Canada Captain who flies a B777 on the cross Atlantic long haul route. Captain Clarke has over 35 years of experience in the aviation industry and had a wealth of knowledge and stories to share, talking about cultural differences he has encountered around the world and four ways to become a better pilot (e.g. keep a log book of your own errors and review them often; be ‘Clutch!’).

Image: Captain Clarke shared life experiences from his years in the industry

The next COPA Flight 6 meeting is on Tuesday, April 5th at 7:00 PM at the Victoria Flying Club pilots lounge. This month's presentation will be by Darlene George, Nav Canada Manager for Victoria Control Tower and Victoria Harbour FSS along with Randy MacKenzie from Victoria Harbour FSS. The meeting will be a presentation on the history of Victoria Harbour FSS and general operating procedures in and around the harbour airspace that accommodates both marine and air traffic for both fixed wing based float services along with rotary wing based services.

Image: Victoria Control Tower, with the Victoria Flying Club in the background (photo: cbc.ca)

Aviation Excellence Since 1946

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April 2016

VICTORIA FLYING CLUB

VFC Ground School

Leaders in Flight Training since 1946

Ground School Schedules

#101 – 1852 CANSO ROAD

NORTH SAANICH, B.C.

V8L 5V5

PH: (250) 656-2833

www.flyvfc.com

Spring 2016 Private Pilot Schedule

2016 PRIVATE PILOT GROUND SCHOOL SCHEDULE Classes Monday and Wednesday from 19:00 – 22:00

DATE

TOPIC

INSTRUCTOR

April 4

Meteorology

SEAN

April 6

Meteorology

SEAN

April 11

Flight Operations

COLIN

April 13

Flight Operations

COLIN

April 18

Navigation

BRENDAN

April 20

Navigation

BRENDAN

April 25

Navigation

BRENDAN

April 27

Radio & Electronic Theory

BRADY

May 2

ATC

COLIN

May 4

Review

COLIN

Ground School Course - $350

Ground School Kit - $275

CALL CUSTOMER SERVICE TO REGISTER FOR GROUND SCHOOL TODAY. ENQUIRE ABOUT OUR PROMOTIONAL OFFERS!

April 2016

17

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VFC Ground School VICTORIA FLYING CLUB Leaders in Flight Training since 1946

Ground School Schedules (cont.)

#101 – 1852 CANSO ROAD

NORTH SAANICH, B.C.

V8L 5V5

PH: (250) 656-2833

www.flyvfc.com

Spring 2016 Commercial Pilot Schedule

2016 COMMERCIAL PILOT GROUND SCHOOL SCHEDULE Classes Friday from 17:00 – 21:00 and Saturday, Sunday from 08:00 - 17:00

DATE

TIME

TOPIC

INSTRUCTOR

April 8

17:00 - 21:00

Airframes & Engines

DAVE

April 9

08:00 - 12:00

Systems & Flight Instruments

DAVE

April 9

13:00 - 17:00

Theory of Flight & Aerodynamics

IAIN

April 10

08:00 - 12:00

Radio & Electronic Theory

BRADY

April 10

13:00 - 17:00

GPS

GRAHAM

April 15

17:00 - 21:00

Flight Operations

COLIN

April 16

08:00 - 17:00

Navigation

BRADY

April 17

08:00 - 10:00

Navigation

BRADY

April 17

10:00 - 12:00

Sea School

KRISTEN

April 17

13:00 - 17:00

Mountain Ground School

GRAHAM

April 22

17:00 - 21:00

Meteorology

SEAN

April 23

08:00 - 17:00

Meteorology

SEAN

April 24

08:00 - 17:00

Meteorology

SEAN

April 29

17:00 - 21:00

CARs and Licensing Requirements

BRETT

April 30

08:00 - 10:00

Human Factors & PDM

BRETT

April 30

10:00 - 17:00

Crew Resources Management (CRM)

BRENDAN M

May 1

08:00 - 17:00

Crew Resources Management (CRM)

BRENDAN M

Ground School Course - $495 Ground School Repeat Classes (4 hours) $15 (up to a maximum of $100) CALL CUSTOMER SERVICE TO REGISTER FOR GROUND SCHOOL TODAY. Aviation Excellence Since 1946

18

April 2016

Dream. Discover. Experience. Explore.

Take the first step at VFC! Call us today to get started! 250-656-2833

www.flyvfc.com February 2016

19

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