The Patrician DECEMBER 2019
The Victoria Flying Club ~ Aviation Excellence Since 1946
www.flyvfc.com
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The Patrician
“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)
Contact Marcel at the Club to see if a hangar spot is a good spot for your plane and to get on the waitlist.
BOARD OF DIRECTORS
TABLE OF CONTENTS
PRESIDENT Colin Williamson
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News Around the Club
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I Learned about Flying from That General Manager, Greg Matte
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Flight Training Awards Application Form
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Plane Considerations Getting the Best Price for Your Plane Contributed by Leslie Hunter
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Christmas of Times Past
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A Spotter's Flight on the Cormorant Contributed by Albena Ivanova
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Three Green... Oops? Contributed by Captain (Ret'd) Grant Corriveau
Editor: Katy Earl flyvfcmarketing@gmail.com
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Unreliable Airspeed Indication Contributed by Captain (Ret'd) Stephen Klubi
The Patrician accepts unsolicited submissions.
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Alumni Profile - Alethia Forsberg
This publication may be reproduced in whole or in part, with prior permission of the publisher or author. The opinions expressed are strictly those of the authors.
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First Solos and Member Achievements
VICE PRESIDENT Don Devenney SECRETARY Jennifer Zadorozniak TREASURER DIRECTORS Iain Barnes John Ainsworth John Ryan GENERAL MANAGER Greg Matte CHIEF FLYING Mike Schlievert INSTRUCTOR
CONTACT 1852 Canso Road Sidney, BC V8L 5V5
www.flyvfc.com info@flyvfc.com
P: 250-656-2833 F: 250-655-0910
SUBSCRIPTIONS flyvfcmarketing@gmail.com http://flyvfc.com/subscribe-to-the-patrician
PHOTO CREDITS Front cover photo: Alethia Forsberg: "One of my favorite photos from my first flying job." Right, top: Instagram: burtonader. "An @rcaf_arc CT-156 Harvard ll holding short on Whiskey." Nov. 2019.
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HANGAR SPACE
DECEMBER 2019
PARKING If you’re interested in prime paved parking spaces for your aircraft, we want to hear from you! Secure, pull-in/pull-out, easy access. Please call Dispatch to arrange a spot, or get on the waitlist for hangar spaces at 250-656-2833
VFC | Aviation Excellence Since 1946
News Around the Club
8:00 am to 5:00 pm OFFICE CLOSED Dec 25 LIMITED STAFF, CALL AHEAD Dec 26, Jan 1
TURKEY DINNER
The Dakota Cafe will have a full turkey lunch with all the trimmings on December 24th, from 11AM to 2PM. Arrive early to get a seat!
Tickets for the January 25th Wings Banquet are available through Dispatch. We will celebrate the achievements of VFC members and staff and also present awards, including the new Top Flight Instructor award. Stay tuned in our Facebook Group to find out more! Our General Manager is also accepting bursary applications, so please submit them soon! Ask Dispatch for application details.
WINTER FLYING
Winter flying on the west coast is beautiful so don't let the chilly
temperature deter you! Be prepared, check the weather, and enjoy yearround flying at the Victoria Flying Club! Our line crew staff are available to help with de-icing. If in doubt, don't hesitate to ask for assistance at the office. If we experience freezing temperatures, don't forget to plan to arrive early for your flight instruction appointments or plane rental to allow for de-icing time.
NEWS and EVENTS
VFC December Office Hours
TICKETS: WINGS BANQUET AND BURSARIES
HOLIDAY HOURS OF OPERATION
It's beginning to look a lot like Christmas! As for regular holiday closures, please note the changed hours in the box to the left. Call ahead for bookings around holiday times, and we will do all we can to meet your needs. Please note, there will be no ground school classes between December 19 to January 5.
MEMBERSHIP RENEWALS
On January 1st it will be time to renew your membership with us. Have you considered becoming a Sustaining Member of the Club? Sustaining and Life Members receive a reduced price on fuel, a discount of 10% per hour off the hourly rental rate for aircraft, and are entitled to one vote at each meeting of the Corporation. They also receive all Club privileges. So how do you become a Sustaining Member? If you have been a Flying Member
www.flyvfc.com
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NEWS and EVENTS DEC 3 COPA Flight 6 meeting and social NEWS and EVENTS
DEC 25 VFC is closed DEC 26 Limited office hours. Book ahead JAN 1 Limited office hours. Book ahead
Is your aviation-related event not listed? Let us know at flyvfcmarketing@gmail.com
in good standing for not less than 24 consecutive months, ask for an application form from Dispatch. Applications must be sponsored in writing by two Sustaining or Life Members in good standing and are submitted to the Board for approval.
JACOB, VFC'S PAW-LOT
Please come meet VFC’s First Officer Jacob Sudbury. Jacob is right seat to our Comptroller Adrian Sudbury who started flying with VFC in October of 2015 and started working at the Club in September 2019. Jacob is a kind and gentle soul who has enthusiastically greeted everyone who comes through the front door and welcomes pets and pats and as much love as can be given. He is not above attempting to making himself welcome in the Dakota restaurant and is escorted out politely when he forgets his manners and shuffles his boundaries hoping to find someone who is looking to share lunch. In the spirit of the upcoming giving season, please consider a donation to a local animal charity to help a homeless and hungry animal find a loving home. There are many to choose from and perhaps with the help of our members, we can make a difference if even just for a few at a time. If you would prefer to participate by bringing in blankets or food or pet sweaters, or toys or litter or anything that may help these charity organizations help the animals, please feel free to drop them off at the club. Ask for Brenda Hardwick and she will personally deliver all items to organizations in our area. And while you’re here, don’t forget to say hello to Jacob and shake a paw. Have news or a story to tell? Email us at flyvfcmarketing@ gmail.com for a chance to have your news or story published in The Patrician.
Jacob joins in the festivities at the Club.
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DECEMBER 2019
Jacob goes for a flight.
VFC | Aviation Excellence Since 1946
VFC ALUMNI
NEWS and EVENTS
We are still looking for photos of our successful (and good looking!) alumni to share at our Wings Banquet. So don’t be shy! Take a smiley photo of you living the dream, and email it to: flyvfcmarketing@gmail.com
MONEY Now that we have your attention, it is time to submit your bursary applications! Ask Dispatch for application details, with winners to be announced at the Wings Banquet.
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. Please contact us for more information on destinations and costs. For more information or to book a flight: Email: tedk@flyvfc.com Call: 1-778-350-3213
www.flyvfc.com
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I Learned about Flying from That
VFC General Manager
GM Corner
BGen (Ret’d) GCP Matte, CD, PhD Winter operations always bring additional challenges that necessitate additional planning and consideration. We’re very fortunate here in Victoria in that the term “winter” has a dramatically different meaning than for most other parts of Canada, including the interior of BC. Regardless, the days are shorter, colder and often wetter than the rest of the year, with frost not being uncommon in the early morning and late evening. Fortunately, snowfall is infrequent. These factors all combine to require added vigilance for flight operations during the winter season. Operations in the winter on the CF-18 certainly required a period of adaptation, starting with an annual briefing each fall to remind everyone of the hazards and requirements. One aspect of winter ops that was always a challenge was the additional gear that we had to wear depending on the wind chill and overnight low. Most of us referred to the winter flying gear as the “bunny suit,” as it consisted of oversized, insulated snow pants and a heavy winter jacket for added protection. The g-suit was worn underneath the “bunny pants,” but our survival vest had to be adjusted for the thicker winter jacket. Furthermore, arctic mittens and a balaclava were shoved into the lower leg pockets of the bunny pants so that they would be available if we had to eject and potentially spend the night in the wilderness before being rescued. That thought alone was more than enough to convince us to don the added gear despite the discomfort
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and added girth! Not surprisingly, extra time had to be given to completing the walk around as well as the strap-in, as the added gear made for a tight fit into the cockpit.
"Giving oneself extra time to plan and prepare are key ingredients to a safe and successful flight." However, winter operations were far more than about flight gear. More importantly, runway conditions at home base were monitored closely to ensure that flight operations could be conducted safely, with special attention being given to “braking action” on the runway, as well as any pending threats of heavy snowfall warning or gusting winds that might lead to a reduction in visibility. It was not uncommon to depart on a training flight in VFR conditions only to return for an IFR approach due to “rapidly deteriorating conditions.” If the flight was in the late afternoon, darkness could prevail earlier than expected due to overcast conditions, further limiting visibility. Consequently, our pre-flight briefings for every flight addressed the environmental conditions and implications, along with contingency plans (i.e. diversion airfield). In fact, the monitoring of potential diversion airfields was an ongoing concern during the winter, given the greater risk that the approach and runway conditions at home base could quickly change for the worse. As such, it was not uncommon that
the final update from the ops desk (similar to our dispatch at the VFC) before “walking” to the jets was the moment of decision as to whether the conditions were acceptable for the flight, or not. Overall, the added environmental challenges of winter operations were a reminder of the importance of taking the additional time to properly prepare for the flight, and to always plan for the unexpected, including the possibility of a diversion to an alternate airfield. In fact, it was not uncommon to give a quick call back to our ops desk (dispatch) during the training flight for an update to the conditions so as to reduce the chance of a nasty surprise upon returning to our home base. We’re fortunate at the Victoria Flying Club that we don’t have to deal with such harsh winter conditions, other than by exception. That said, vigilance is part of airmanship. Giving oneself extra time to plan and prepare are key ingredients to a safe and successful flight, whether locally or away on a cross-country, particularly during the winter season. On a different note, on behalf of all the dedicated staff of the Victoria Flying Club, allow me to take this opportunity to wish you and those you hold dear a wonderful holiday season and all the very best for the New Year.
Look out for further articles in the next Patricians! VFC | Aviation Excellence Since 1946
Victoria Flying Club Flight Training Awards Application Form All current VFC students/members are eligible to apply for these awards. Applications must be submitted to Greg Matte in the VFC office by December 31, 2019. Name: _______________________________________________________________________ GM Corner
Home Phone: ____________________________ Cell Phone: ___________________________ Email: _______________________________________________________________________ Please provide a brief statement describing how you plan to make use of the Flight Training Award, and also outlining your future aviation ambitions: _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ The Butler Flying Award
Michael Cooper-Slipper Award
Claude Butler served as president of the Victoria Flying Club several times over the years. He was a successful businessman, inventor, and a man with many visions. His compassion and generosity knew no bounds. Claude always referred affectionately to his loving wife Jean, who was the Mayor of Central Saanich for several years, as “Her Warship.” He asked “Her Warship,” in his last moments, to do something memorable and worthwhile on his behalf for the Victoria Flying Club and this is how the Butler Flying Award was born.
Michael Cooper-Slipper was born in England January 11th 1921 and he joined the AF Squadron 605 equipped with Hurricanes, at the tender age of 17. At 19 he was awarded the Distinguished Flying Cross for valour during the Battle of Britain. After the war he joined AVRO Canada and test few the CF-100, CF-102, and Orenda powered F-86. He also flew a modified B-47 as a test bed for the AVRO Arrow Iroquois engine. After his career as a test pilot he embarked on a career in aviation sales, first with de Havilland and then with Field Aviation. Mike is survived by his wife Rita who resides in Victoria.
Betty Wadsworth Scholarship Betty Wadsworth joined the Victoria Flying Club in 1958 and was active in the support of general aviation all her life. As a director of COPA and a member of such organizations as BC Aviation Council and the Western Canada Aviation Museum of Flight and Transportation, her contributions have been recognized by numerous awards and citations. Betty Wadsworth maintained her connection with the Victoria Flying Club where she learned to fly, and when she died in April 1986 she left a portion of her estate to the Club. Since 1991, the interest from this grant has been awarded each year to further a member’s training, qualifications, or skills at the Victoria Flying Club. www.flyvfc.com
Brian Smedley Award Brian began his aviation career as an Aviation Mechanic for the Flying Fireman. This led him to become a pilot for the Flying Fireman followed by the BC Government Air Services. After 24 years with the BC Government, Brian flew for Ainsworth Lumber in 100 Mile House, BC. After retirement from flying, Brian was able to follow his lifelong dream to become a cowboy. He worked for many ranches in the Cariboo his last one being the 112 Mile Ranch.
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Plane Considerations Getting the Best Price for Your Plane
Information
Leslie Hunter, Sea & Sky Eco Detailing
Are you considering selling your plane? If so, there are a couple of things you should consider before you call your broker or sell your plane privately. To get the best sale, you will want to place the plane in the market with traction. Without traction your plane may sit on the market for an extended period of time and potential customers may believe something might be wrong with it.
cleaned, windows, leather seats conditioned and protected. Seams, wheel wells, belly, static guards and antennas free of any grime or dirt. All these little details add up to make your plane more attractive and sellable. If you choose a professional detailer to take on this task for you, they are trained to see small details and should be able to give you a report on any issues needing to be addressed.
When preparing your plane for an effective sale, consider the first impression your plane makes - its look. A deep interior and exterior cleaning is essential. Take into consideration removing stains, cleaning seats, dry cleaning the carpets, cleaning the ceiling walls and floors of the fuselage, as well as ensuring all garbage is removed from hidden pockets and small spaces. Be sure the cockpit is cleaned, any monitors properly
To help potential buyers to see themselves as new owner of the plane, remove all personal items, including all clothing, pens, photos, notes, and collectables. Declutter, making sure any cabinets, storage compartments and counter spaces are clean and free of any items.
What?! Half a 172 per year?
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DECEMBER 2019
Potential buyers will want to see the plane's records, so have all of the maintenance and upgrade documentation ready. Review
and ensure all your interior and exterior lights are in good order, all electronics are working correctly and all mechanical components, essential and non-essential, are in good order. When you are ready to place your plane on the market, price your plane according to similar planes that have recently sold in the area. A broker can assist in this area, ensure that you are up-to-date on all information that is relevant to pricing your plane. Buyers are very well informed and therefore as a seller you must be aware of the current market. Timing is another ingredient to knowing your market, and along with the other aspects metnioned, you should be ready to develop excellent traction for the sale of your plane. Good luck, and if you have any detailing questions let us know.
Although VFC’s management team has negotiated our credit card fees down considerably over the last year, did you know that VFC pays the equivalent of a half of an airplane per year in credit card company fees? We’d ask you to consider using cash, interact or e-transfer in paying your account to reduce unnecessary fees, yours and ours, because we’d like to spend that money on adding another plane to the fleet.
VFC | Aviation Excellence Since 1946
Christmas of Times Past VFC Memories
Information
Editor: One of the things that has endeared me to the Victoria Flying Club over the past four years as the Editor of its newsletter is its rich local history and the stories of the people that have passed through these parts. In my digitization project for the BC Aviation Museum (one day I will complete it!), I was touched by this article in the January 1942 Patrican that talked about how Sidney and Victoria residents invited the service men and women stationed at Pat Bay, with Christmas leave cancelled, to their homes to share a family Christmas meal. Victorian hospitality in general left an impression on many, including Jerry Gosley, the Editor of the first Patricians in the 1940s. After the war, he returned home to England and got married, but then returned to Victoria with his wife and raised his family. Jerry went on to run the popular Smile Show, bringing good times and joy to many, and also ran the Jerry Gosley Printing Service. As we enter the winter holiday season, we wish you many a happy memory with the ones you love, and perhaps even, with ones you have yet to know. Some of the Patricians from the 1940s can be seen here: https:// archive.org/search.php?query=cr eator%3A%22BC+Aviation+Mus eum%22
www.flyvfc.com
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A Spotter's Flight on the Cormorant Feature Article
Contributed by Albena Ivanova
Our group is part of the Victoria Island zone of the Provincial Emergency Program Air (PEP Air), a member of the Civil Air Search and Rescue Association (CASARA). Pep Air is dedicated to the promotion of Aviation Safety, and to the provision of air search support services to the National Search and Rescue Program. We are all volunteers and we train and certify on our pilots' planes as spotters and navigators. Our flights are quite different from a typical recreational flight in a Cessna. We fly over a designated area at 1000 ft or 500 ft above the ground following a specific pattern. The goal is to cover methodically the search area at a height that will allow us to spot the target we are searching for. We hope there won't be a need for a search, but we train to be ready for it. In major searches for missing aircrafts our organization is a big asset to the Royal Canadian Air Force. We help with setting the Search Headquarters, local
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knowledge, planes for the search and additional manpower. As spotters we primarily fly on our planes, but we can also be used on the military aircrafts. Guiding the pilot eyes to a target on the ground could be quite different in a small aircraft in comparison with the CC-115 Buffalo or the CH-149 Cormorant. That is why time and resources permitted we are occasionally fortunate to train with the RCAF 442 Squadron. In the summer of 2018 we had a training flight on the Buffalo, and almost a month ago we had the opportunity to train on the Cormorant. Flying on the Cormorant is a very rare occasion for us; the last time it happened was in 2004. It is no wonder that the group was pretty excited about it. The flight was scheduled for Wednesday, and some of us had to get creative to free our daily schedule for the training. For me, it coincided with my husband's
birthday. So I took a day off from work, and the conversation at home was close to ... "honey, I took the day off to celebrate with you, but I will spend the most of the day at the airport." He is very supportive of my roaming around and we had a nice birthday evening instead. Not everyone was able to free their schedules, though. One person was scheduled to work in the morning with a couple of coworkers already taking the day off or sick. Those of us who could participate met at the Flying Club lobby in the morning. The day was nice and sunny. While waiting for the whole group to gather we saw three of the CH124 Sea King helicopters being taxied across the field from the 443 Squadron towards the VIH hangars. I wonder what their future will be. At 10 AM we were all there ready and eager to fly. Our Area Deputy and Search Coordinator Robert split us into two groups. We met with the SAR Tech and the flight engineer and they led us to the
VFC | Aviation Excellence Since 1946
The task may seem easy over a diverse area with a lot of reference points, but not so much when the search is over a dense forest area. To lead the eyes of the rest of the crew to what we have seen, we use a technique we call “Big picture, small picture“ - start with the big picture, make sure that everyone sees it, than narrow it down. If it does not work, go back to the big picture and start again. For my turn I picked a big white rock close to a logging road and did my best to explain the
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location to the pilot. It was a nice feeling to hear her say - “Is it the big one by the dead tree? Yes I see it“, and we flew right over it. The SAR tech was monitoring our call around and was giving us some recommendation after. His advice for me was not to be afraid to ask for a tighter turn. The Cormorant can do it much quicker and sharper than our planes. Once my turn was over I passed it to the next spotter and stepped back to the rear of the machine. We all listened to each other's calls trying to spot the current target. Soon everyone had their turn and it was time to get back to the airport. It felt like minutes, but we had spent more than an hour and a half in the air. And it was obvious by the big smiles that everyone had had a great time. Group Two was waiting for us on the tarmac ready for action. We handed over the headsets, full of joy from the experience and a little bit jealous that theirs was just to begin.
From the CASARA website: CASARA is always looking for committed people to fill our volunteer roles. Each role carries a special set of duties, training and physical requirements. We provide regular training exercises and academic training to ensure that you’re fully qualified to go out into the field for us. Find the role that’s a perfect fit for you:
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Cormorant. After a safety briefing, Group Two hopped back on the ground. Group One strapped in and waited for the pilots to complete the preflight checks and get the machine ready for the flight. We taxied and took off from runway 27, and soon after we were ready for work. The Cormorant has two seats for the spotters, right behind the cockpit. Each one has a bubble window which gives more visibility to scan not only on the side but also below the aircraft. The change of the spotters is something we don’t do on our flights, but we had reviewed at our ground trainings. Passing the shift by changing places, plugging and unplugging headsets has to be done without interruption of scanning the terrain outside. Each of us had a chance to be in the spotter seat, to choose a target and to guide the pilot toward it.
Pilot Navigator Spotter Ground Team Support Team Webmaster Web Editor https://www.casara.ca/membership/ roles-qualifications/
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Three Green... Oops? When events take an unexpected turn
Feature Article
Contributed by Grant Corriveau Air Canada Captain (Retired)
Grant Corriveau is a retired Air Canada Captain with a deep knowledge of work and life on the flight deck. He shared with us an excerpt from his book, “Uplift – A Pilot’s Journey.” Many thanks for the humourous share! http://grantcorriveau.com/ Second Officer’s Log: 1975, B727, YQR (Regina) Final Approach I’m still a rookie second officer but even I know it’s not supposed to happen like this. The captain called “Before Landing Check.” That’s normal. The FO (first officer) and I moved the appropriate switches, levers, and buttons, and chanted the usual incantations. That’s normal.
gear handle to the up position as we watch expectantly. All the usual bumps, thunks, and whirs express themselves from the bowels of the plane as several hundred pounds of landing gear assemblies and bulky doors tuck themselves away again. When all the lights extinguish and the commotion dies down, he then returns the handle to the down position and the extension noises erupt throughout the aircraft again, especially just below our feet where the nose-wheel is located.
"I begin to realize just how many things the simulator doesn’t simulate..."
As we await the outcome I think about how recycling is a “Pilot’s Favorite Remedy.” It provides a twoThe trusty old Boeing 727 pronged approach to any aircraft responded with its arcane dialect abnormality. First, it will often of flashing lights and flickering cause the problem to just go away. needles. That’s normal. And the all- Second, and more importantly, it important landing gear panel is now stalls for time as we recover from showing three green lights assuring the confusion of this unwelcome us that the wheels are locked down. break in the routine and wonder That’s normal. But the landing gear what to do if the problem persists. control panel is also glowering at us Which it does. We stare at the with a trio of red lights, telling us bouquet of green and red lights that the green lights are not to be glowing stubbornly from the trusted. That’s not normal! landing gear panel. The captain swings into action. “Now look what you’ve done!” he accuses the first officer. “Recycle it!" The first officer, looking rather peevish, does so. He reaches to the center panel and returns the heavy
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The captain now turns to me: “Checklist?” I have been frantically flipping through the manual. Let an engine quit, let a generator fail, let the gear not come down at all, that’s okay. We’ve got a printed routine or a
VFC | Aviation Excellence Since 1946
There’s nothing here for that particular abnormality,” I tell him, “therefore, this can’t be happening.” He flashes me a look that suggests he is re-evaluating his belief in the relatively new concept of Crew Resource Management. He turns back to the flight controls, pushes climb power back into the three Pratt and Whitney turbojet engines and with gentle finesse born of experience, eases the heavy Boeing skyward again.
"Pressing my nose against the floor while my rear end waves reassuringly towards the assembled crowd, I am barely able to see the two properlyaligned indicators..." “Go Around,” he calls, triggering more actions from the first officer to reposition the wing flaps and alert ATC, “but leave the gear down.” He wants some time to sort this out before attempting to reattach a hundred tons of airplane to the earth at a hundred and fifty miles an hour. It’s difficult to convince anyone that the touchdown was merely firm when the wheels collapse after landing.
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scripted procedure to follow. But nowhere in our extensive catalog of emergency and abnormal checklists can I find anything to help explain why all the red lights and all the green lights are on together, and which ones to believe.“
Now the situation drastically departs from the day-to-day routine of line flying. It also departs from the routine scenarios of simulator training, where I’ve gained most of my experience with abnormal procedures. I begin to realize just how many things the simulator doesn’t simulate — like other aircraft in the circuit or surprised air traffic controllers who wish you wouldn’t do this as their pattern is full right now. It doesn’t simulate company dispatchers and local airport agents who want a new ETA. It doesn’t simulate flight attendants who want to know what’s happening, and if they should inform the passengers or if you will tell them. Worst of all, neither line flying nor the simulator has prepared me for what I’m faced with next as we circle the airport and the captain says to me, “You’d better go back and check the viewing ports.” Now, wait a minute! I’ve only been on the line for two months, and when I looked through those little ports during training nobody said I’d ever have to do it for real. Well, maybe they hinted there might be a small chance someday, but I’m really not up to it today. Besides, the first officer is more experienced. Wouldn’t you rather trust him to do it? And where are those little windows located anyhow? And worst of all, that cabin is full of passengers, and the simulator definitely never simulated passengers. (cont.)
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“On my way.” I wonder why I’m having difficulty standing up. Have my knees gone so weak at the thought of facing our customers in the midst of this potential crisis? I remember to unfasten my seat-belt. Ah, much better. I’m about to swing the cabin door open then realize my mind has gone blank regarding the exact location of the viewing ports. I picture myself running breathlessly back to the front end after ripping out all the carpets to ask, “Hey guys! Just where are those little windowthings anyway?” It’s not a pretty picture. I fumble with one last glance into the ‘Quick Reference Handbook.’ Then I take a deep breath before heading into the cabin, pausing to assume what I hope is an air of calm authority that will reassure nervous passengers. Swinging open the door I brace myself expecting to confront one hundred and thirty anxious faces. Fortunately, there are only four. Unfortunately, they’re the flight attendants. This shakes my confidence, wondering what they know that I don’t. The passengers are too preoccupied with the view of the city or their newspapers to notice me. My calm air of authority begins to waver as I collapse to my knees, clawing at the carpet. I’m pretty sure one of the junior attendants makes a move towards the first aid oxygen, but the steady hand of a more experienced colleague stops her. It’s just a new second officer falling apart under pressure—no big deal. “What’s happening? Can we help?” they inquire, stepping closer. Get off the carpet! “Er ... it’s just a small problem with an indicator. No sweat. Could you step back a little please?” I peel back the industrial-strength tapestry to expose the round wooden cover and pry it loose.
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Then, pressing my nose against the floor while my rear end waves reassuringly towards the assembled crowd, I am barely able to see the two properly-aligned indicators through the dirty glass viewing port. The nose-wheel is locked down. Gathering what’s left of my composure, I head further back into the cabin. An elderly lady raises a hand to catch my attention and I prepare to calm her. “Excuse me, young man,” she begins, “if this is going to take long, could I get another cup of coffee?” She’s in much worse shape than she appears if she’s prepared to drink another cup of airline coffee. I leave her in the capable hands of the flight attendant. Then I’m on my knees excavating carpet again. The nearest seam is two rows away from the viewing ports and as I burrow along on my elbows, I suspect that my calm air of authority is lost forever. After confirming that the main wheels are also locked down, I retreat towards the sanctity of the cockpit exiting the cabin with a last graceful stumble — note for maintenance: get carpet fixed — and arrive back in my seat with a crash. “All three gear are showing down and locked,” I report. The captain acknowledges this and as I slip my headset back on, I overhear the instructor of a military training jet, which is sliding by along our left flank, provide him with another confirmation. I wonder to myself briefly if the student is flying their jet while the instructor looks us over and just how good a student pilot he is and most of all — why is he flying so close to our airplane! Meanwhile, the first officer is busy communicating with ATC as well as talking to our company maintenance personnel on the other radio. “Did you recycle it?” I hear them ask. Apparently, recycling is also a “Mechanic’s Favorite Remedy.”
Grabbing my QRH (quick reference handbook), I quickly work my way through the checklists ensuring that all is prepared once again for landing. I’m surprised at how quickly our lowlevel maneuvering is slurping up our contingency fuel. Landing with or without red lights is starting to seem like a very good idea. As we roll out once again on the final approach track, ATC confirms that the crash vehicles have been called out. An unfortunate choice of terms, I think to myself as I crane my neck for a view out the front window. I see a station wagon and a jeep with a fire extinguisher in the back. It’s comforting to think that if the galley catches fire at least the crew meals might be saved — if we don’t mind our steaks well done. Now the captain scans the cockpit one last time. I figure he is checking with his mind’s eye the intricate schematic diagrams of the landing gear system, calling upon his thousands of hours of experience and profound technical knowledge to provide the missing piece to this puzzle. I’m certain that any moment he will turn to us lesser mortals and reveal, in a captainly manner, why all the red lights can be on if the gear is, in fact, down and locked. Instead, he leans across the centre console and gives the landing gear lever a sound inward thump. The microswitch which senses the gear-handle position makes contact. Presto — all the red lights go out. “Stupid thing,” he remarks. I am reminded of another Pilot's Favorite Remedy — thumping. Of course, I think to myself. How many times have I used the same technique on a recalcitrant television or vending machine? Why should a multi-million-dollar airplane be any different? “You should have thought of that earlier,” he growls at us, “and saved
VFC | Aviation Excellence Since 1946
all this nonsense. Oh, it’s lonely at the top.” We land smoothly — well, not that smoothly — but the captain assures us he just wanted to make certain the gear was truly locked down. That’s normal.
Over the years, he has learned to be thankful for the many people who uplifted him along the way: family, friends, colleagues and strangers. He currently lives on Vancouver Island with his wife and greatest friend, France.
"Who knew all this stuff was happening on the flight deck? If you've ever wondered what kind of drama the pilots are experiencing during turbulenc, inclement weather, delays and holding patterns, you will enjoy this book. Enough technology to be intriguing but not overwhelming—a handy glossary of aeronautical terms is provided. I came away with renewed confidence and admiration for the men and women who transport us safely through the stratosphere."
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Used with permission from Uplift, A Pilot's journey – CWRpress.
plastic aircraft models and through the power of imagination, soared into the skies. Later in life, he learned to fly real, ragwing Fleet Canucks, then moved on, step-by-step, towards ever larger and faster aircraft.
Though the body ages and he is reminded daily that "we are but dust," he also believes we are more than that. As Master Yoda observed: "Luminous beings we are." And Buzz Lightyear adds, "To infinity and beyond!" Check out other books he has written on Amazon, such as 'Airline Pilot, A Day in the Life.'
Grant Corriveau Captain A320, Air Canada (retired) Grant Corriveau has been an aviator for a long time. As a boy, he built
Amazon reviews: "Just finished reading your excellent book, thank you, Captain Corriveau. As someone who flew over 100 times a year out of Dorval for a long time (long enough that I never was able to call CYUL Trudeau after it was re-named), and often to Vancouver, the particular return trip covered had added appeal."
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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. Since the autumn of 2005, the Victoria Flying Club has received over $20,000 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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15
Unreliable Airspeed Indication Anecdotes from an Aging Aviator
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Contributed by Captain (Ret'd) Stephen Klubi Cathay Pacific Airways
Editor's note: Many thanks to VFC alumnus (1973) Stephen Klubi for sharing his expertise after decades in the civil, military, and commercial aviation space. In last month’s article, I introduced the topic of unreliable airspeed indication brought about by a bird strike. In this article I will share further thoughts on the topic. You’ll find that the advice I’m passing along is directly applicable to any aircraft, from the Cessna 172 to the Boeing 747. It was early one winter morning at the Lahr, West German Airbase (as it was known then). Lahr is located on the southwest corner of Germany just north of the Swiss border and very close to the eastern border of France. The weather was overcast at 400 feet, tops at 15,000 and 6 degrees. I didn’t have a lot of total flying time and was a fairly new Aircraft Commander on the Royal Canadian Air Force’s C130 Hercules. The trip that day was from Lahr to Gatwick, just south of London, England, then back to Chievres, Belgium, then returning to Lahr. We were carrying a crew of six on this flight: myself, the First Officer, Navigator, two Flight Engineers (they had a very strong union), a Loadmaster, plus passengers and freight. I was flying this sector. Everything was normal on departure, entering cloud at 400 feet climbing to our initial cleared level of Flight Level 80 (roughly 8000 feet). During the climb something didn’t look or feel right and I wish I could remember what exactly sparked my
16 DECEMBER 2019
concern. I recall scanning my flight and engine instruments then looked over on the First Officer’s side. I was shocked to see that his airspeed and mine differed by about 30 knots. Unfortunately on the Hercules there aren’t any standby instruments, a third set, to help determine which instrument was in error. I immediately asked the Engineer if the pitot heat was on (the Flight Engineer sits between and slightly behind the two pilots). Normally the pitot heat is on for all takeoffs and remains that way throughout the flight. It is controlled by two switches at the aft end of the Engineer’s overhead panel above his head. The turning “On” of the pitot heat is an item on the 'Before Takeoff Checklist' which was read out loud by the Flight Engineer. Items requiring responses or actions by other crew members were actioned and responses verbalized; Flight Engineer required actions are actioned but not necessarily verbalized, and this was the case for pitot heat. After an expletive he mentioned that they were now selected “On” and that he had missed that item on the checklist. Almost immediately the airspeed indications matched and mine was the one in error. I shudder to think what would have happened had this error been allowed to continue. There have been several aircraft accidents attributed to problems occurring with the pitot/static system or corrupted sensor information to air data computers or similar systems. One of the most recent and well documented was Air France 447, an Airbus A330 flying from Rio de
Janeiro to Paris in June 2009. The aircraft, while cruising at FL350, entered cloud and the pitot tubes began blocking due to ice crystal formation. This caused erroneous information to be sensed whereupon some of the flight control computers dropped off line, causing the autopilot to disengage. For some unknown reason the pilot flying pulled back on the side stick whereupon the aircraft climbed to FL380 and entered a full stall followed shortly thereafter by impact with the Atlantic Ocean. The time period from ice crystals forming in the titot tubes to impact was a little over 6 minutes. The report makes for some chilling reading and is available on the Internet. Throughout my flying career but particularly during my airline flying, knowing the pitch attitude, power settings, related airspeed and the rates of climb or descent throughout all phases of flight was greatly emphasized. On my most recent aircraft, the Boeing 747, tables were published in the Performance section of the Flight Manuals which showed power settings, pitch attitudes, airspeed and if appropriate, for the phase of flight, rates of climb or descent. The published tables commenced at the climb phase and continued through cruise, descent, holding and approach. They were tabulated for different weights and for the approach phase, the two different landing flap configurations. They were extremely accurate and were provided for the unlikely event of an unreliable airspeed indication or a flight management computer problem. The Memory Actions when encountering problems with airspeed
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Not all manufacturers provide these charts, which typically have been created during the Flight Test program for aircraft certification. It all comes down to an important facet of airmanship; knowing your aircraft and how it performs during all phases of flight. Next time you are taking off in any aircraft, be it in a Cessna 172 or something else, make note of the power, whether it is RPM, EPR, or Torque, the pitch attitude and the corresponding rate of climb for your climb speed. If you know how your aircraft performs, and if on take off
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you are not achieving any of your expected parameters, something is not right. I have read Accident and Incident Reports of aircraft taking off where the thrust was incorrectly set (not enough thrust set), aircraft improperly configured (wrong flap setting) and have personally experienced strong temperature inversions and windshear (a rapid change in wind speed or direction) on departure. These are just a few examples of reasons why you may not be achieving your expected performance. If you know what normal is, you can react if you are suddenly faced with the abnormal. Similarly, in cruise, know your expected pitch attitude, power setting, airspeed and fuel flow. If you are not achieving what you would expect, you may have, for example, power plant problems, increased drag for some reason, or the aircraft is overweight. On approach, set yourself on a glide path either visually, or on a VASIS/PAPI, ILS G/P or following vertical guidance based on an RNAV approach. Fly your approach speed at your landing configuration. Make note of pitch, power and rate of descent to fly a stabilized approach. As in the bird strike scenario where you have no airspeed indication, if you set the pitch attitude and power on a glide path whether it is visually or electronically derived, your airspeed should be reasonably close. If you can access a groundspeed readout from ATC or from onboard equipment this can provide you with further confidence that your speed is in the ballpark. For example, with an approach speed in the Cessna 172 of 70 knots, landing into a 10 knot headwind component, this should give you a groundspeed of 60 knots.
Once again, if you are stabilized on the approach glide path in the landing configuration, and your normal approach power and pitch are not what you would expect, find out why. Perhaps the landing gear is still up, if you are operating an aircraft with retractable gear or you haven’t selected your landing flap setting.
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indications were to disengage the autopilot, deselect the flight directors and disengage the auto throttle (a system that controlled speed or thrust depending on phase of flight). With everything disconnected, a pilot can then manually control the thrust and fly a pitch attitude according to the phase of flight. In this basic mode of flying you essentially become a very big Cessna 172 and you would fly your pitch attitude on the PFD (Primary Flying Display similar to the Attitude Indicator in the 172) and have manual control of your power. All the pilots on the 747 have memorized pretty accurately the pitch attitudes and power setting for all phases of flight. If a problem occurs, they carry out the Memory Actions, set the pitch and power, and then reference the Performance section of the manuals to fine-tune the parameters to fly.
As an added bonus, if you know your normal Throttle/Thrust Lever position, then any unusual position outside of normal for an extended period of time should demand your attention. This is one of several indications I always watched for on every approach as it was a sign of a potential forthcoming severe windshear encounter. For those of you who would like to read further information on this subject, I would strongly recommend an article by Boeing Flight Operations Safety. It is available on the Internet under 'Boeing Commercial Aeromagazine aero_08/ Erroneous Flight Instruments.' Although there are some procedures applicable to Boeing aircraft, there is a lot of background information that is directly related to any aircraft. It doesn’t take too much time to read but I think this should be required reading for any pilot especially those of you who have aspirations to fly larger more complex aircraft. Fortunately unreliable airspeed indications are an extremely rare event. I have colleagues who have only experienced it in a simulator and others who have landed with no indication or the readings were suspect. Unfortuately, if you do experience it, you may only have one chance to get it right. Image, left: I took this photo of RCAF CT114 Tutors in formation during my flying training course. Formation flying with an aircraft experiencing unreliable airspeed indication and assisting them to a safe landing was sometimes an option for Air Force pilots.
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Alumni Profile Member Achievements
Alethia Forsberg Editor: Congrats to Alethia on her career progression! We caught up with her to share her news. KEE: How did you get interested in aviation? Alethia: I actually got into flying by chance. I had been working on a project in high school about the careers that we were interested in. Our teacher had given us a website that had interviews with people from different industries. I had originally wanted to be an architect but the project was supposed to be on two careers so we would broaden our view. I ended up seeing "Pilot" on one of the rotating features of the website and decided to take a peek. It looked interesting, so I looked up local flying clubs and found VFC and their discovery flights. I figured, why not try it out, at least it'll be fun. But I got hooked instantly and never looked back. I completed my PPL in 2013 and CPL in early 2015. I supported myself and my studies working as a Dispatcher at the Club. Next was my IFR rating in early 2016, and then I was set to start new adventures with my boyfriend and fellow classmate Schuyler Clack in Edmonton.
KEE: Was it difficult to find aviation work? How did you get started? Alethia: It was difficult at first. Trying to find places that would accept a resumĂŠ from a low time pilot was a challenge in itself. I used airport directories, Pilot Career Centre, and even Google Maps just to see what local airports looked like and see what companies would pop up. I had a list of about six or seven companies just around Edmonton that I applied to through email (even a few where I was just under the minimum requirements). I then went to these companies to introduce myself and to ask some questions about the job. I eventually found work doing pipeline surviellance out of Villeneuve Airport (CZVL). I did this for a year and a half flying all over BC, AB, SK, and MB. KEE: You now work in business aviation. How did that come about? Alethia: I've long been interested in business aviation. I had seen the private jets come in at the YYJ FBO and when I started working there, I got to learn more about business aviation and knew that was what I wanted. In late 2017, I started at Aurora Jet Partners as a First Officer on their Embraer Phenom 100 out of Edmonton International Airport. I have been here for two years now and love my work. I have a good schedule, great crew, and visit breathtaking and unique destinations across North America. KEE: What is your best memory from your VFC days? Alethia: It was actually a good prank by Schuyler and Graham Palmer who
was the CFI at the time. Schuyler had just finished his CPL flight test and when they were coming in for the debrief they both looked upset. I had just finished work so I decided to wait for them to be done. I waited for 45 minutes and Graham finally comes out and he marched right by me without making eye contact. I was worried that Schuyler had failed and was pacing around with how nervous I was. Eventually, Schuyler comes out with a big grin on his face and I hear Graham start laughing behind me. I was so confused but relieved that Schuyler had passed. Turns out, Graham had overheard me calling my parents the week before to prank them about my flight test. He thought I had called Schuyler and wanted to help him get me back. Overall though, I really enjoyed my time at VFC. Not only did it help me get into aviation, but it's also where I met my husband, Schuyler. We recently got married back in May and are both loving our careers. KEE: Do you have any advice for current students at VFC? Explore as much as you can. There are so many different things to do in aviation that a lot of people don't know about. Most people who think about being a pilot think airlines, but there is also business aviation, medevac, aerial survey/photography, and float flying just to name a few. With so many options out there I recommend researching as much as you can to find something that is truly fulfilling to you. I personally love business aviation and find it more appealing than the airlines.
Image above: On the job as First Officer for Aurora Jet Partners, flying the Phenom 100. Background: The views I get to see in my line of work are amazing. 18 DECEMBER 2019
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First Solos and Member Achievements First Solo Adele Hammond Cody Milne Samuel McKibbon Wisse Andringa Zachary Hancock PPL Written Lindsay Harmsworth
Samuel McKibben Instructor: Darren Rich
PPL Flight Test Eduardo Marques Jake Scherer Matt Savage PPL Licence Lindsay Harmsworth
CPL Written Rebecca Adler
Alwaleed Aljurayyad Instructor: Darren Rich
Wisse Andringa Instructor: Stephan Heinemann
Zachary Hancock Instructor: Bryan Taylor www.flyvfc.com
Member Achievements
New Members Ben Gillett Christopher Lyon Eric Milne Hasibul Enam Ian Chomeczko Jo McFetridge John Bargh Joshua Chenowith Luke James Lyra Hindrichs Raphael Macasaquit Renee Hawk Scott Blaylock Stephen Hemphill Tosh Bissessur Tristan Goddard
Adele Hammond Instructor: Darren Rich
"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."
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Thanks for the Share!
Golden moments from our members on Instagram who shared with us using the #flyvfc tag. From top, left to right: austinhinde, Aug 2019. Pilot_martina, Sep 2019. Vibesfrompnw, Mar 2019. Merle_kroeker, Jan 2019. Capturizd, Apr 2018. Princebirds, over Nitinat Lake, Feb 2018. 20 DECEMBER 2019
VFC | Aviation Excellence Since 1946