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Ontario to Alabama

This Challenger ultralight along with two others flew from Edenvale, Ont., to Alabama and Florida before heading home. Read about this 21-day adventure starting on page B-1.

Photo courtesy Claude Roy

ELT update: real world advantages, disadvantages By Kevin Psutka It has been one year since my last ELT update, in which I reported that there was no change in the status of the regulation amendment and that current regulation remains in place. This remains the status. All aircraft operating in Canadian airspace must carry a serviceable Emergency Locator Transmitter (ELT) that broadcasts on either 121.5 MHz (TSO 91 or 91a) or 406 MHz and 121.5 MHz (TSO 126). I pointed out that if you elect to equip with a 406 MHz ELT and/or carry a 406 PLB, you must ensure that it is registered with the beacon registry . I also highlighted that there is no longer monitoring of 121.5 MHz by satellite and that you should either equip with a newer 406 MHz ELT or carry some other device in addition to your older ELT, and that even if you equip with a 406 ELT you should carry another device because of the deficiencies in all ELTs, including the newer ones. As of now, the revised regulation remains in limbo and, according to the Director General Civil Aviation, is not likely to move forward anytime soon. The following letter, from Captain Justin Olsen of the Victoria Joint Rescue Coordination Centre, prompted me to provide another update. His letter, using real world examples, emphasizes my many explanations to members about the advantages and disadvantages of the various devices, including ELTs, and how best to configure your devices to maximize their usefulness in the case of an emergency. I will provide comments within Captain Olsen’s letter, bracketed by “>” at the beginning of my comment and “<” at the end.

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Captain Olsen wrote: In the past months I have had two cases that have underscored the difference between our response to various emergency signals and how poorly it seems to be understood by the average general aviation pilot. Additionally, we took a phone call from another pilot who had several excellent questions about how SPOT beacons are handled by JRCC Victoria. I bring them to your attention in hopes you can use your privileged platform to teach general aviation pilots about the differences between the response at the Joint Rescue Coordination Centre (JRCC) to 406 MHz ELTs, PLBs (Personal Locator Beacons) and SPOT beacons. I will also describe how 121.5 ELTs are investigated and the challenges they present. I think all people involved in aviation can agree that in an emergency, time is exceedingly valuable and that a quick response could make the difference between a happy or a tragic ending. When we are alerted to a registered 406 ELT, the amount of ‘detective work’ required is greatly reduced. We know the aircraft registration, owner name and can relatively quickly find out if someone has gone flying, even without a flight plan through the emergency contacts. This was the case with a Murphy 2500 that I recently had to deal with in Northern B.C. From initial alert to tasking rescue aircraft was 18 minutes. If there had been a flight plan in the system instead of a flight note, it would have been even less. >I understand from international statistics that only about 40% of all 406 MHz devices (ELTs, PLBs and EPIRBs) are registered. If you do not register your 406 device you are defeating one of the major advantages of a 406 device; its distress signal can be linked to a user acAviation accident summaries . .14 Bry, the dunker guy . . . . . . . . . .20 Canadian Plane Trade . . . . . . C-1 Chairman’s message . . . . . . . . . 6 COPA Flight news . . . . . . . . . . . 8 COPA Flight Safety Bulletin . . B-7 Fit to fly . . . . . . . . . . . . . . . . . B-22 Fond farewell . . . . . . . . . . . . . . . .4 From a pilot’s perspective . . .B-14

count that provides vital contact and aircraft information. Without this link, the initiation of a search may be delayed as they attempt to gather information.< PLBs do have the benefit of satellite monitoring and accurate location pinpointing, but they have an extra step that delays air response from JRCC. This is because PLBs are assumed to be land based beacons, and when one is detected in JRCC Victoria’s Area of Responsibility it is passed to the RCMP after initial notification by the Canadian Mission Coordination Centre in Trenton. A practical example of this occurred after a forced landing was conducted that resulted in broken landing gear in a remote area north of Vancouver. I received the PLB information after the pilot triggered his beacon, but without any indication that this was connected to an aviation emergency, I passed the case to the RCMP with all contact information and GPS position for their investigation. One hour later, reports of an ELT on 121.5 began coming in, probably in the same area of the PLB, and the aircraft was talking to high fliers. Using the aircraft registration, I found the owner’s name was the same as the PLB’s registered owner, and now knew that the two cases were actually the same. This enabled me to task a Cormorant to the position of the PLB and I informed the RCMP I was assuming control of the case. Thankfully, there were no injuries and the delay in tasking a rescue helicopter was not a factor, but I realized that an hour is a long time if someone is injured, and if this had happened in a lower traffic region, the response may have been even further delayed. • continued on page 3

From the training seat . . . . . . .B-8 From Tony’s perspective . . . .B-19 On the horizon . . . . . . . . . . . .B-15 On the step . . . . . . . . . . . . . . . .13 Pilots to pilots . . . . . . . . . . . . . . 5 Plane talk . . . . . . . . . . . . . . . .B-9 Rem’s report . . . . . . . . . . . . .B-10 TC aviation enforcements . . . . .15 View from Manitoba . . . . . . . . .16

COPA protects Personal Aviation and promotes it as a valued, integral and sustainable part of the Canadian Community.







ELT update: real world advantages, disadvantages • continued from the front page

>When manufacturers of PLBs made them widely available and started selling them into the aviation market, I urged the DND’s National Search and Rescue Secretariat to develop a registration field for all PLBs so that pilots could note that their PLB is being used in an aircraft. This was incorporated into the registration process with a comments field and it is here where you should mention that the PLB is being used in an aircraft, otherwise delays can be expected, as explained with the example above.< Occasionally we receive SPOT notifications, but we have had none related to air cases so far this year. As I hope the users of this product know, the response tied to activating their SPOT depends directly on the information they have attached to it. All JRCC’s have a mutual letter of agreement with SPOT’s International Emergency Response Control Center (IERCC) which guides the IERCC through which response is appropriate. They begin by trying to determine the authenticity of the alert and the nature of its source. If they believe the SPOT could be on an aircraft or boat from the data attached to it by the owner, they will contact the JRCC, otherwise they will call the RCMP in the area. As a fail-safe, if the IERCC cannot contact a responsible Canadian agency within 60 minutes from the initial alert, they will call the JRCC and we will either action the case or forward it to the appropriate agency. What is important for your members to understand is that SPOT depends on them maintaining accurate information on their file and to make it abundantly clear that this SPOT is used on an aircraft, otherwise time could be wasted figuring out who is the responsible agency to investigate the alert. >In our guide to configuring SPOT we highlight the need to include the following

in the SOS section of the SPOT registration page: “This SPOT is used in an aircraft. When a SOS distress signal is received from this unit, call the XXXX Joint Rescue Coordination Centre (insert telephone number here) and tell them this is an aircraft distress call”.

Insert the closest JRCC to your normal operating area (Victoria, Trenton or Halifax) as your primary contact (periodically check these numbers to ensure that they have not changed). Please note that the toll free numbers are not accessible from outside of Canada (SOS distress signals are received at GEOS in Texas) but they are provided here for your information in case you or your friends need them. Victoria JRCC 250-413-8933 or 800567-5111 Trenton JRCC 613-965-3870 or 800267-7270 Halifax JRCC 902-427-2100 or 800565-1582 < Providing the aircraft registration gives us a starting point to work from, but as with most things, the more information they provide, the better. Should they loan a SPOT to a friend, if this could be reflected on the file, it would also save time and confusion. Manual activation can also be a stumbling block in an airborne emergency. Finally, there are the older 121.5 beacons. Yes, there are still high fliers moni-

toring this frequency, and we typically receive several reports of hearing short bursts of ELT traffic each week. The problem is that aircraft at high flight levels have huge areas over which they can hear these signals. At FL300 the radius of the area they can pick up signals is 164 nm, and because of this there is significant investigation that we must do before tasking our air assets to search for the beacon source. After we have narrowed the search area and determined that it is probably an aircraft in distress, the signal must be homed as without satellite monitoring, there is no way for the location to be pinpointed other than by homing. All these steps are adding time to the process, when time may be of the essence. I hope that these concrete examples will give the members of your organization something to consider. Of course, having any ELT is better than none, and combining a PLB with an older ELT will give a position once the Duty Air Coordinator has determined the case is actually an Air Incident and not simply a PLB. SPOTs can give accurate location, but it is important to remember the weakest links in the response system will be the accuracy of the information provided by the user and that they do not activate automatically. However, neither of these situations can compare to the speed with which the rescue system can respond to a registered 406 beacon. These beacons are not cheap, but like any insurance, when needed, their value is priceless. Because the use of 406 beacons in general aviation was not mandated for the majority of aircraft your members may own, it is important for pilots to understand the strengths and weaknesses of whatever system they choose to use and to be diligent in using their equipment properly. I hope that I have shed some light on what happens behind the scenes and perhaps cleared up any questions that pilots may have had regarding these emergency alerting devices.

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>COPA’s long-standing position remains that we are not opposed to 406 ELTs but they should not be mandated. 406 ELTs are great when they work but they provide absolutely no information until they are activated and since they are prone to exactly the same failures as older ELTs (antenna breakage, inverted wreckage masking signals, crushed or consumed by fire or submerged), it is likely that if you only carry an ELT, there will be no indication of where you may be or where you have been. That is why COPA encourages everyone to equip with what is appropriate for their area of operation. Tracking devices such as SPOT, Spidertracks and InReach , to name a few, provide tracking services and more. In the event of an ELT failure and even if you are not able to activate an alert on the tracking device, at least there will be a breadcrumb trail to help narrow the search. Remember to include links to the tracking reports web page in the remarks section of your flight plan or the space provided on Navcan’s online flight plan facility ext=/ for tracking urls. There are deals available to COPA members to encourage you to equip with appropriate devices to suit your needs. COPA members are eligible for the first year of SPOT tracking service (value $50 – refer to this link for details 3.doc ). InReach (see review article in December COPA Flight) offers a 15% discount on their service as long as you continue your account with them. If you decide to purchase a 406 ELT from Aircraft Spruce Canada, you will receive a buck slip that you can send to COPA for a complimentary first year of membership or extension of one year to an existing membership. Thank you Captain Olsen for providing this insight and highlighting the need for pilots to purchase and configure their devices to improve their chances of being found as soon as possible.<

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STATEMENT OF POLICY Canadian Owners and Pilots Association publishes COPA Flight 12 times a year, on the first of every month. The views expressed in articles in the COPA Flight newspaper are not necessarily those of the editor, staff or the board of directors of the Canadian Owners and Pilots Association. The contents of COPA Flight are protected by copyright including designed advertising. Reproduction is prohibited without written consent of the publisher. COPA reserves the right to reject articles and advertisements particularly if such copy is libelous, slanderous or demeaning. Editorial articles will be edited for grammar, spelling, style and libel.




Shirley Allen enthusiastic promoter of women in aviation Submitted by Akky Mansikka Longtime Ninety-Nines member, Shirley Allen passed away on November 3, 2012. In 1967 Shirley obtained her PPL and joined First Canadian Chapter of the Ninety-Nines while raising four children. In 1969 she obtained a multi-engine and commercial license. Soon afterwards Shirley won the Governor General’s Air Race in Canada with flying partner Heather Sifton. She was appointed International Public Relations Chair by the International President and did promotional tours across Canada, to Great Britain, and France to rekindle interest in the international aspects of the Ninety-Nines. She established and wrote an international hotline column for the Ninety-Nines News magazine reporting on activities of all the overseas Sections. Shirley served as First Canadian Chapter news reporter, chapter chair and was chair of the Ninety-Nines International Convention in Toronto in the first convention outside the United States. In 1978 she helped organize,

and was the first chair of the aerial surveillance program called Operation Skywatch. Working with the Ontario Ministry of the Environment, this program, which continues to this day, has been recognized as a major contribution to finding and defining environmental infractions within the province of Ontario. Shirley also was the organizer and program chair of a long running series of aviation seminars in Toronto, which resulted in the First Canadian Chapter being presented a diploma by the Fédération Aéronautiques Internationale (FAI) in 1981. Shirley’s enthusiasm for aviation extended beyond her work with the Ninety-Nines. She developed and taught co-pilot courses at Humber College in Toronto and taught ground school for the Royal Canadian Air Cadets 666 Squadron. From 1969 to 1972 Shirley served as secretary for the Canadian International Air Show in Toronto. Among her many duties, she liaised with the U.S. Pentagon, the British High Commission and numerous military and civilian air show performers to arrange accommodation, meet-

Shirley Allen (left) with her flying partner Heather Sifton.

Fond farewell ings and anything else required to make their attendance at the CIAS a first class experience. Shirley was also the reporter for the column “Up and Away” and wrote monthly “Flashbacks” for the Canadian Owners and Pi-

lots Association (COPA) newspaper, highlighting early pioneering women pilots in Eastern Canada. She also did international public relations for the International Council of Air Shows (ICAS) and served as their vice-president and

was the national public relations representative for Aerobatics Canada. Until recently, Shirley was the resident historian for the First Canadian Chapter Ninety-Nines. She painstakingly researched, collected and preserved FCC and Operation Skywatch history. Her most satisfying accomplishment was obtaining the flight suit of Eileen Vollick, Canada’s first licensed female pilot, that later went on display at the Canadian Air and Space Museum in Toronto. In her almost 45 years in aviation, Shirley has contributed much of her time, energy and enthusiasm to the promoting of women in flight from NinetyNines programs to the international recognition of women pilots and most recently, to the preservation of the history of the First Canadian Chapter. Without doubt Shirley has been the spirit and conscience of the First Canadian Chapter Ninety-Nines. The success of this chapter owes much to her perseverance, dedication and her love of aviation. The First Canadian Chapter inducted her into the Forest of Friendships June 2012.

Well-known air show broadcaster Stuart Holloway dies in 70th year Stuart Whitworth Holloway was born in Beaconsfield, Buckinghamshire, England, the second son of Joan and Jim Holloway. The family came to Canada in 1948 after WW II and settled in Burlington, Ont. In 1967, Stuart began a career in broadcasting at a number of stations in South Central Ontario including CFTG – Galt, Cambridge, CKTB and CHSC – St. Catharines, CJOY – Guelph and CBC – Toronto. He became well known for his voicing of the famous phrase, “It’s worth the drive to Acton.” His broadcasting career spanned more than 30 years and he mastered many aspects of the profession including sales, marketing and recording. In 1975 Stu became a freelancer on the syndicated radio travel show: “It’s Your World,” which continued for 23 years. In later years, Stu became Canada’s busiest and most respected air show narrator. He has flown with The Snowbirds, piloted the Good Year Blimp and restored a Fleet Canuck to its original pristine condition. For 32 years he was the narrator of the CNE Air Show in Toronto. During is freelance years, his

Stuart Whitworth Holloway April 15th, 1943 – November 12th, 2012

veteran voice was heard on CBC’s Radio Noon. In 1995, he was instrumental in designing the software to turn a computer into a miniature radio station. These computerized systems are now used in shopping centres across Canada and at Toronto’s Pearson Airport. Stu won major marketing awards for projects completed for Atomic Energy, Labatt’s and The Olde Hide House. For the last several years Stu fulfilled a lifelong dream of living aboard his Fisher 34-foot

North Sea sailing boat in the Port Credit Harbor where he made many wonderful memories with his friends. Stu is predeceased by his mother Joan, father Jim and brother Martin. He is survived by his brother Chris of Ottawa and sister Alix Sue Bishop of Vancouver. Stu was blessed to have many great friends who gave him tremendous support and encouragement. Chris and Sue would particularly like to thank Craig Barber, Mia Holmgren, Peter Asfar, Larry Mead, Tobyn Matson, Monique Bresner, Paul Corriveau, Leslie Garret, Kerry Brown, Dan Upshall, Rob Duckworth, Neil Armstrong, Pat Winter, Terry Henry, Bruce and Margaret, Ron and Katharine and Gary and Linda who came so close to Stu in his lifetime. We would also like to express our sincere thanks to the community at the Port Credit Marina in particular Les and Doug, the staff at the Trillium Hospital and PCJ Santa Maria of the Peel Regional Police. A service was held on Sunday, November 18th, at the Trinity Anglican Church in Mississauga.

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Pilots to Pilots RE: PLACES TO FLY It was suggested to me by COPA that Nav Canada may be able to publish the following advisory webcam at our airport on their website ( ). Installation of the webcam was courtesy of Environment Canada and the Town of Qualicum Beach, BC. Nav Canada responded to my request and said it cannot provide links to third party web cameras. The main reason is that they have no control over the availability of the external website or the images. The webcam link to Qualicum Beach is now posted on COPA’s website under Places to Fly ( It works well. The only problem is that many pilots do not utilize this resource and rely solely on the Nav Canada weather site. RAY DECHENE Nanoose Bay, BC Ed. This is another reminder why members should use the Places to Fly site and to keep it up to date. There are many other important pieces of information on this site, such as details about airport fees that cannot be easily found anywhere else.

RE: SAVE OUR MEDEVAC I have recently become involved in a campaign to prevent the degradation of health care for northern residents of Alberta and Canada. I have devoted much of my professional career to helping people and have been mortified by the imminent closure of Edmonton City Centre Airport resulting in Medevac Air Ambulance Flights being relocated to Edmonton International Airport near Leduc, Alberta. Alberta is positioned to go from the “best to the worst” transfer times in Canada. Please visit our website at and lend your support to help preserve, or better yet, enhance access to tertiary medical care. KERRY PAWLUSKI Ed. COPA is aware of the determined effort by the owners of the City Centre Airport, the City of Edmonton, to shut down the airport despite considerable effort, including on COPA’s part, to justify the important role the airport plays in the local, provincial and national air transportation infrastructure. COPA continues to firmly believe that the airport has an important role to play but it is



also clear that the City has no interest in reversing its decision. As detailed on the airport authority’s website this airport is essentially not used by Personal Aviation (people who use private aircraft for personal transportation and recreation): “The top 25 users at ECCA make up nearly 75% of all movements in 2008. While there is a diverse group of users, the majority of movements are consolidated amongst a small group of clients. This group is comprised of local flight training schools, corporate clients and charter providers. Of these top 25 users, 9 are corporate aircraft; the 16 other users are primarily charter operators, air ambulance, flight training and government.” Although this is an important issue for General Aviation, this airport has very little Personal Aviation located there, due in large part to escalating fees and other restrictions compared with other airports and very few privately-owned small aircraft are based there now and there appears to be relatively little use of the airport by Personal Aviation. In light of the City’s firm position to close the airport and the relative lack of use by Personal Aviation, the focus of everyone’s efforts should now be on helping everyone understand the need for a GA reliever airport in the Edmonton area and the role of the City and the Edmonton Airport Authority, as manager of area airports on behalf of the City. Villeneuve is that airport. There have been plenty of opportunities over the years for the City and the airport authority to invest in a viable reliever, as Calgary has done in Springbank. With the impending closure of City Centre, it is more important than ever to develop Villeneuve now as a viable reliever airport with adequate facilities for GA, including affordable options for basing aircraft there, upgrades and additional IFR approach options for training and operational use as well as other support facilities needed by General and Personal Aviation. Transport Canada statistics show that the number of aircraft in Canada continues to increase and that the reason for this growth is small aircraft, and specifically privately registered small aircraft. This growing fleet requires viable facilities located within a reasonable distance of the City. Having ignored these facts at the City Centre Airport, now is the time to put real effort into Villeneuve. — COPA President/CEO Kevin Psutka

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COPA Girls Week and Women of Aviation Worldwide


hope that everyone has had the opportunity to read the excellent article on the front page of the November issue of our COPA Flight newspaper, in which our President and CEO announces COPA’s partnering with the Institute for Women of Aviation Worldwide to make the week of March 4-10, 2013 “COPA Girls Week.” This is an excellent initiative by COPA. As pointed out in the article, there have been numerous events staged from time to time that have involved some COPA Flights and that have had positive results in terms of introducing many women and girls to aviation. This new initiative to be carried out on a national basis will give us all the opportunity to get more involved in promoting COPA and in furthering the opportunities for women and girls in our great industry. After all, statistics provided to me indicate that only about seven per cent of the pilots, merely five per cent of the airline pilots and just 12 per cent of student pilots in Canada are women, but I know through my fre-

quent contacts with the 99s, the annual Northern Lights Awards ceremony and Women in Aviation events that they are a great group, have a lot to contribute and are enjoyable to fly with. We just need to see these proportions increased. In recent discussions with Lesley Page and Anna Panby grazzi, two active Paul Hayes, members and promoters in women’s inCOPA Chair volvement, to discuss this Women of Aviation Worldwide initiative, I started to reflect on when I personally really became aware of women in aviation. It was during the early 1950s when I was attending the University of Toronto and also flying Vampire jet fighters in Toronto with what was then the RCAF Auxiliary as part of Canada’s air defense system. A number of my former high school friends and then University colleagues, knowing that I was now a qualified pilot,

kept asking me to take them flying, which I obviously could not do in a military aircraft. However, when approaching our airport (Downsview) from the north to set up for landing, we often flew over a small grass aerodrome just a few miles north of Downsview. I went to the local Transport Canada office, and with the flying time I had accumulated, I was quickly issued a pilot license. I drove to the small aerodrome which was Maple, seeking a checkout in one of their light aircraft. When I arrived to introduce myself to the owner/operator of the facility, it turned out to be no other than Marion Orr, the famous Canadian aviatrix of Second World War fame who had served as an Woman Air Transport Auxiliary pilot responsible for the delivery of operational aircraft to the combat units.

Chairman’s message

Marion quickly checked me out in the Aeronca Champ and Piper Cub. Not only did all my friends get the chance for a flight, but I was introduced to my first woman in aviation, as well as the world of general aviation, which COPA now so proudly represents in Canada. So my message is – I hope all the Directors of COPA, Flight Captains and members of COPA will get on board in supporting and participating in “COPA Girls Week” to be held from March 4-10, 2013. This is a really great and timely initiative put forward by our President and CEO – let’s run with it. There will be more information on this worthwhile endeavour coming to you.


Regarding COPA Air Meet insurance, please take a moment to read this link on the subject of Flying Adults or

Semaine COPA des filles et des femmes de l’aviation mondiale


’espère que tout le monde a eu l’opportunité de lire l’excellent article sur la page couverture de l’édition de novembre de notre journal COPA Flight, dans lequel notre Président et Chef exécutif annonce le partenariat de la COPA avec l’Institut pour les femmes de l’aviation mondiale afin de promouvoir la semaine du 4 au 10 mars 2013 en tant que “Semaine COPA des filles.” Ceci est une excellente initiative de la COPA. Tel que mentionné dans l’article, il y a eu de nombreux évènements mis en place par la COPA de temps en temps qui ont impliqué des escadrilles COPA et qui ont eu des résultats positifs dans le sens d’introduire beaucoup de femmes et de filles à l’aviation. Cette nouvelle initiative à être établie sur une base nationale nous offrira à tous la possibilité de s’impliquer à promouvoir la COPA et à augmenter les opportunités offertes aux femmes et aux filles dans notre grande industrie. Après tout, les statistiques qui me sont fournies indiquent qu’environ seulement 7 pour cent des pilotes, à peine 5 pour cent des pilotes de ligne et juste 12 pour cent des étudiants pilotes au Canada sont des femmes, mais je sais à travers mes contacts fréquents avec les

99, la cérémonie annuelle des Prix d’excellence «Northern Lights» et les évènements des Femmes en aviation, qu’elles forment d’excellents groupes, qu’elles ont beaucoup à contribuer et qu’elles sont de grandes compagnes de vol. Nous avons simplement besoin de voir ces proportions augmenter. Lors de discussions récentes avec Lesley Page et Anna Pangrazzi, deux membres actifs et des promoteurs dans l’engagement des femmes, afin de discuter de cette initiative des Femmes de l’aviation mondiale, j’ai commencé à réfléchir au moment où j’ai personnellement réellement pris conscience des femmes en aviation. C’était au début des années 50 lorsque j’étudiais à l’Université de Toronto et que je volais aussi des chasseurs réactés Vampire à Toronto à l’intérieur de ce qui était alors la force auxiliaire de l’Aviation Royale Canadienne (ARC) qui faisait partie du système de défense aérienne du Canada. Un nombre de mes anciens copains de l’école secondaire et de mes collègues universitaires, sachant que j’étais maintenant un pilote qualifié, continuaient à me demander de les emmener voler, ce que je ne pouvais évidemment pas faire dans un avion militaire.

Toutefois, en approchant notre aéroport (Downsview) en arrivant du nord pour se préparer à atterrir, nous volions souvent au dessus d’un petit aérodrome en gazon juste à quelques miles au nord de Downsview. Je suis allé au bureau local de Transports Canada, et avec le temps de vol que j’avais accumulé, on m’a rapidement donné une licence de pilote.

Message du president du conseil d’administration par Paul Hayes Je suis allé en auto à ce petit aérodrome, qui s’appelait Maple, cherchant à obtenir une mise à jour de mes qualifications sur l’un de leurs petits avions. Lorsque je suis arrivé pour me présenter au propriétaire/exploitant des lieux, c’était nulle autre que Marion Orr, la fameuse aviatrice canadienne de la Deuxième guerre mondiale qui avait servi comme pilote du Transport aérien auxiliaire féminin responsable de la livraison d’appareils

opérationnels aux unités de combat. Mme Marion m’a rapidement qualifié sur l’Aeronca Champ et le Piper Cub. Non seulement tous mes amis ont eu la chance de faire un vol, mais j’ai été introduit à ma première femme en aviation, en plus du monde de l’aviation générale, que la COPA représente maintenant si fièrement au Canada. Mon message est donc celui-ci j’espère que tous les directeurs de la COPA, les capitaines des escadrilles et les membres de la COPA vont embarquer en supportant et en participant à la “Semaine COPA des filles” qui se tiendra du 4 au 10 mars 2013. Ceci est une très grande initiative arrivant juste à point et qui est mise de l’avant par notre Président et Chef exécutif - allons de l’avant avec celleci. De plus amples informations au sujet de cette entreprise méritoire vous parviendront.


Concernant la couverture d’assurance pour les RVA (Rendez-vous aérien) des escadrilles de la COPA, svp voir les liens suivants sous le titre ‘’Flying Adults’’ or

Flying tomorrow? Join COPA today! For more information visit

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Call for Neil Armstrong scholarship applications Applications for Neil Armstrong Scholarships are now being accepted. First place scholarship is valued at $7,000. Second place $3,000 and third place $2,000. Application forms are available at the COPA office or online under “About COPA” then “Neil

Armstrong Scholarships” at Applications must be sent to COPA’s office in Ottawa, Ont. by Tuesday, March 1, 2013. The purpose of the scholarship fund is to honour one of Canada’s foremost aviation members, and to provide flight training to wor-

thy young persons who exemplify the fine character, optimism and love of adventure which were the characteristics of Neil J. Armstrong Qualified applicants shall be Canadian citizens or landed immigrants not less than 15 years of age on the date of application and not older than 21 years of age. Applicants will be assessed on the following: • A demonstrated interest in aviation as a career or a strong interest in general aviation in Canada. • A proven self-starter, willing to earn their way. • Reasonable academic skills as

demonstrated by scholastic record. • Participation and demonstrated contributions to their community. • Financial need. The Selection Committee consists of two representatives of the Armstrong family, the chair of the COPA board and two COPA directors. Scholarship winners will be notified by May 1. They may select the flight training facility subject to approval of the COPA board. The flight training facility shall be a licensed flying school or educational institute with facil-

ities satisfactory to the COPA board The scholarship fund was established in 1995 following the death of Neil Armstrong, a longtime COPA member, former director, president and contributing writer. Contributions to the fund are solicited from the Canadian aviation community. Donations can be made to the COPA Flight Safety Foundation Neil Armstrong Fund. A charitable tax receipt will be issued. The fund is administered by the Executive Committee of the Board of Directors of Canadian Owners and Pilots Association.


From left, COPA Director Trekker Armstrong and COPA President Kevin Psutka present Danielle Richard with the $7,000 Neil Armstrong Ab-Initio Scholarship 2012.

Nominations pour la bourse d’études Neil Armstrong Les nominations pour les bourses d’études Neil Armstrong sont maintenant sollicitées. La première bourse d’études est évaluée à 7,000$. La seconde est de 3,000$ et la troisième est de 2,000$. Les formules de nominations sont disponibles au bureau de la COPA ou en ligne sous la chronique «À propos de la COPA», ensuite «Neil Armstrong Scholarships» au site internet Les nominations doivent parvenir au bureau de la COPA à Ottawa, ON, au plus tard le 1 mars 2013. Le but de ce fonds de bourses d’études est d’honorer un des plus importants membres de l’aviation canadienne et de fournir de l’entraînement en vol à de jeunes personnes méritantes qui exemplifient la grande personnalité, l’optimisme et l’esprit d’aventure qui ont caractérisé Neil J. Armstrong. Les nominations acceptées seront celle de citoyens canadiens ou d’immigrants reçus de pas moins de 15 ans d’âge au moment de la nomination et pas plus de 21 ans. Les nominations seront sélectionnées selon les critères suivants : • Un intérêt démontré envers une carrière en aviation ou un grand intérêt envers l’aviation générale au Canada. • Une personne indépendante, prête à faire les efforts nécessaires.

• Une capacité académique raisonnable telle que démontrée par son dossier académique. • Participation et contributions démontrées dans leur communauté. • Besoin financier. Le Comité de sélection consiste en deux représentants de la famille Armstrong, le Président du Conseil d’administration de la COPA et deux directeurs de la COPA. Les gagnants des bourses seront avisés au plus tard le 1 mai. Ils peuvent choisir leur facilité d’entraînement en vol sujet à l’approbation du Conseil de direction de la COPA. La facilité d’entraînement en vol devra être une école de vol licenciée ou une institution éducationnelle possédant des facilités satisfaisantes aux yeux du Conseil de direction de la COPA. Le fonds de bourses d’études a été établi en 1995 suite au décès de Neil Armstrong, un membre de longue date de la COPA, un ancien directeur, président et écrivain collaborateur. Des contributions au fonds sont sollicitées auprès de la communauté aérienne canadienne. Des dons peuvent être faits au Fonds Neil Armstrong de la Fondation de la Sécurité de vol de la COPA. Un reçu d’impôt pour dons de charité sera émis. Le fonds est administré par le Comité exécutif du Conseil de direction de l’Association canadienne des pilotes et propriétaires d’aéronefs.

Contribute to the

Neil Armstrong Scholarship Fund Contact COPA 613-236-4901





COPA Flight news

Compiled by Michel Hell, Publisher, Editor

Serving our communities since 1964

Flight 35 recalls successful year By Harry Wiebe was completed in early July. Last year marked the 10th On Sunday of the September year for COPA Flight 35 since it long weekend is the annual Peace was reactivated. Our mandate is Gardens Fly-out. This event is simple. Flying and supporting open to all and is attracting pilots aviation events in such a way that from Manitoba, Saskatchewan flying will grow in popularity and North Dakota. and become more accessible to September 22 was Flight 35’s the public. COPA for Kids day. COPA Flight 35 The weather coopcannot do this erated and we flew COPA alone but with the a record 108 kids. reciprocal support Our thanks go out FLIGHT 35 of the Springfield to all who helped to Winnipeg, Man. Flying Club, RAA make this day such Manitoba, EAA a success. Chapter 63, 99er’s, A special thanks WIA, CASARA and others to all the volunteers, for without makes us one family in the field them it would not have hapof general/recreational aviation. pened. We had 16 pilots, 15 airWe started 2012 by assisting craft, safety marshals, registCOPA Flight 162 with a COPA ration personnel and the barbecue for Kids event in Neepawa. This staff. It just keeps getting better event was held in support of the and we’re looking forward to grade 6 aviation class from Hazel 2013. M. Kellington School. Flight 35 is organizing our In May, Flight 35 put on a bar- 2013 Rust Remover. This will be becue for the 99’s Poker Derby. held on January 24, at the ANAF In June we changed hats and as Veterans Hall, 3584 Portage Ave. EAA members we held a Young in Winnipeg. Check our website Eagles event. This event was cut at by threatening weather and dar.html for details.

COPA FLIGHT 75 St. Thomas, Ont.

Smile, you’re in control This is photo of my eight-year-old granddaughter Mackenzie Kilmer “at the controls” of our Cessna Cardinal over the St. Thomas, Ont. area on November 17. It was her first flight and I snapped this picture of her as she “took control.” I felt the picture vividly portrays the joy of flying that Mackenzie obviously felt. Photo courtesy Jay Okkerse

Special Missing Man tribute flown at Trois-Rivières By Michel Pomerleau The accidental deaths of the owner and the chief mechanic of Nadeau Air Services (NAS), Michel Nadeau and Bernard Mailloux in the crash of a Lake Buccaneer near the Pickle Lake airport on Oct. 16, has deeply moved the aeronautical community province wide. The suggestion was made during the following week on the Forum site of Les Ailes québecoises for a special gesture of solidarity towards the grieving by performing the famous Missing Man formation. Well known around the province, Flight 46 Formation group, the CAB Boys, were indicated as a likely experienced contributor. Unknown in the area of TroisRivières, the families of the de-

ceased were profoundly touched by the significance of the flyover. They were most impressed by the fact that we were offering to graciously fly there and perform the Missing Man formation over the company hangar where the funeral ceremony would be held. As well, we heartily agreed to a request to do a double missing man exit in memory of the two deceased. A funeral procession was planned with the two hearses and some 70 cars to proceed past an airplane line of honour on each side of taxiway Alpha and a last symbolic run up and down runway 23 – NOTAMed closed for the event. Six aircraft from St-Georges travelled to CYRQ, Sunday, October 28. The people involved were: Daniel Parent and Lisette

Quirion (Mooney), François Paradis, Paule Vallée and PierreOlivier Veilleux (Mooney), Bernard Poulin and France Bégin (C-150), Simon Drouin (F1 Rocket), Pierre Vermette and Tom Redmond (C-172), and Michel Pomerleau and Lise Quirion (MP-Unik, lead aircraft). As agreed, the CAB Boys started engines after the return of the procession and took off on runway 05. In coordination with aircrew personnel from NAS, the double Missing Man flyover was

carried out approaching the company hangar where the funeral reception was taking place. After landing, the CAB Boys and their passengers proceeded to the NAS hangar in order to pay their respects to the grieving and extremely grateful family members. We offered them our very sincere sympathy and expressed on behalf of our Flight and the entire flying community understanding and solidarity. The president of APBQ (Association des pilotes de brousse du


Missing Man spécial à Trois-Rivières Par Michel Pomerleau La communauté aéronautique québécoise a déploré l’accident regrettable du propriétaire de Nadeau Air Services (NAS), M. Michel Nadeau et de son chef mécanicien, M. Bernard Mailloux, survenu dans l’écrasement d’un Lake Buccaneer près de l’aéroport de Pickle Lake, On, le 16 octobre dernier. Dans la semaine qui a suivi, il y eut suggestion sur le forum des Ailes québécoises qu’une démonstration de solidarité spéciale envers les proches des défunts serait de mise lors des cérémonies funéraires et que la formation du Missing Man pourrait être effectuée par un groupe expérimenté tel notre groupe de vol en formation, les CAB Boys.

Jamais antérieurement effectuée à Trois-Rivières, les familles affligées furent des plus touchées par notre gracieuse offre de s’y rendre pour complémenter leur cérémonie par le survol du hangar de NAS en effectuant cette formation si symbolique. Il fut donc entendu qu’un Missing Man double serait effectué car la cérémonie serait en souvenir des deux défunts. Il y aurait défilé du cortège funèbre devant une haie d’honneur d’avions sur l’aire de circulation Alpha et un aller-retour sur la piste 23 - fermée par NOTAM pour l’occasion. Six avions de St-Georges se sont donc déplacés à CYRQ, dimanche le 28 octobre. Les personnes impliquées sont: Daniel Parent et Lisette Quirion (Mooney), François Paradis, Paule Vallée et Pierre-

Québec) Gilles Lapierre was also there for this purpose. It is with great pride and satisfaction that we represented Flight 46\Club aéronautique de Beauce in Trois-Rivières, especially since many media were present and underlined our performance in their news reports. Once again, the advent of structured formation flying with with mixed general aviation aircraft – the CAB Boys – contributed in the promotion of aviation in our area. And, as a side note, the sortie was the occasion for a new but experienced and enthusiastic member, Pierre Vermette, an ex-Northern Lights mechanic and pilot employee, to be partially integrated into our group of formation pilots.

St-Georges, Que.

Olivier Veilleux (Mooney), Bernard Poulin et France Bégin (C-150), Simon Drouin (F1 Rocket), Pierre Vermette et Tom Redmond (C-172), et Michel Pomerleau et Lise Quirion (MP-Unik). Tel qu’entendu avec les héritiers-propriétaires de NAS, les CAB Boys ont démarré après le passage du cortège et décollé sur la piste 05. La manœuvre fut exécutée en coordination avec le personnel de NAS après le retour du cortège à leur hangar, où la réception après cérémonie avait lieu. Après atterrissage, les CAB Boys et leurs passagers se sont rendus au hangar de NAS afin de rencontrer les familles des défunts. Nous leur avons offert nos très sincères condoléances et exprimé notre

solidarité au nom du CAB et de la communauté aéronautique. Gilles Lapierre, président de l’APBQ y était aussi présent pour ce faire. C’est donc avec fierté et grande satisfaction que nous avons représenté le CAB à Trois-Rivières, d’autant plus que plusieurs média étaient présents et ont souligné notre prestance dans leurs reportages. Encore une fois, l’avènement des CAB Boys a fait mieux connaître la Beauce dans le Québec. Et, soit dit en passant, cette sortie fut l’occasion pour partiellement intégrer dans notre groupe de pilotes de formation un nouveau membre expérimenté et enthousiaste, Pierre Vermette, un ex-employé mécanicien-pilote des Northern Lights.




At left: Ray lifts off at Rideau Valley Air Park, Kars, Ont. during a Sept. 2012 visit.

Cross-country winner a glider pilot at heart By Steve Eastwick “Fix” there as well. His connecThe Havelock Flying Club/ tion with Havelock and the N.B. COPA Flight 27 is pleased to an- Soaring Association began when nounce that Ray St-Laurent of he found the Dr. Art Dobson led Fredericton, N.B. has won the group which operated out of 2012 Cross Country Cup chal- Havelock for many years. lenge. Ray, who flies a Pipistrel Work relocation in 1986 Virus SW out of Weyman Air- brought Ray back to N.B. permapark, out-distanced all competi- nently. A second change, resulttors in his sleek 2011 Amateur ing in a seven hour commute to Built which cruises work, got him at 125 knots with a thinking of buildsix-hour endurance. ing an aircraft COPA A Mechanical again. This time it Engineer by trade, was a Zenair 701 FLIGHT 27 he began flying which he finished Havelock, N.B. gliders in Ontario at in 2007. When the the Caledon GlidPipistrel Virus SW ing Club in 1974. made its debut in His interest “soared” and he de- 2008 it had two things Ray was cided to build a Glider, an HP18. looking for: the sleek looks of a The need for a “Power” Pilot Li- glider, plus long distance capabilcense to tow these machines soon ity. He was “hooked” and finbecame evident. Ray earned his ished building his Virus in PPL at Kingston, Ont. in 1978. August of 2011. Although he never did get to tow A flight to Ontario this Sepgliders, he did become CFI at tember proved the Virus’ crossRideau Valley Soaring after mov- country capabilities with no ing to Ottawa. doubt. Ray’s 2013 goals include Summer visits to his parents’ a trip to the French Islands of St. home in Moncton, N.B. during Pierre Miquelon (south of Newthe 1970’s resulted in the realiza- foundland) and a cross-Canada tion that Ray needed a Gliding adventure to B.C.

Ray (centre) accepts the 2012 award from Club President Lee Alward (right) as HFC/COPA 27 Treasurer Steve Eastwick looks on.

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A total of 95 TBM 700 and TBM 850 aircraft converge on Amelia Island for the TBM owners group’s convention.

TBM owners group wraps up milestone convention The ninth convention of the user organization for Daher-Socata’s TBM very fast turboprops — the TBM Owners and Pilots Association (TBMOPA) — surpassed all previous records with the presence of 95 TBM 700s and TBM 850s for its annual gathering, which was held this year at Amelia Island off the U.S. state of Florida. These TBM aircraft landed at Fernandina Beach Airport, and some 275 total attendees participated in the October 24-27 meeting at the Amelia Island Ritz Carlton resort – located on the southernmost of the Sea Islands along the U.S. East Coast. During its 2012 convention, the TBMOPA offered three days of dynamic academic sessions customized for TBM owners and operators, featuring presentations by industry leaders as well as TBM system vendors. Seminars this year included presentations by Daher-Socata and Pratt & Whitney, along with the participation of aviation journalist and keynote speaker Rod Machado; Dr. Paul Buza, who discussed high-altitude physiology; NTSB Member Dr. Mark Rosekind on fatigue and flying; and Dr. David Strahle on radar and thunderstorms. In addition to assorted technical seminars on a variety of interesting and important topics, TBM owner Ian Runge was a featured speaker, discussing the recent around-the-world trip in his TBM 700. Additional safety awareness

and operational knowledge was provided during the technical seminars. As with the association’s other annual conventions, participation in the technical sessions qualified members for savings on insurance premiums that are exclusive to the TBMOPA. Pilot companions also had an active role at the event, taking a tour of nearby St. Mary’s Island and benefitting from in-flight “pinch hitter” training. “To say this year’s Annual TBMOPA Convention was a success is an understatement,” stated Larry Glazer, the TBMOPA’s incoming president. “All participants agreed that it was our best event ever, and we anticipate attracting an even wider audience in the coming years. I would particularly like to thank the Fernandina Beach Airport FBO team of McGill Aviation and Daher-Socata for their support.” Stéphane Mayer, the president and CEO of Daher-Socata, said the response to this year’s TBM Owners Convention is a good indicator that “enthusiasm for the very fast turboprop remains strong,” and he acknowledged the TBMOPA team’s excellent work in organizing its top-level events that attract increasing large audiences. Nicolas Chabbert, senior vicepresident of the Daher-Socata Airplane Division, said the 2012 TBMOPA convention also underscored the close partnership with Daher-Socata as the aircraft manufacturer. He noted that DaherSocata’s presentations, especially

Bahamas Civil Aviation announces exemption from mandatory 406 ELT On Nov. 29, Bahamas Civil Aviation announced that effective Feb. 1, 2013, the installation of 406 MHz emergency locator transmitters (ELTs) will not be mandatory for all general aviation aircraft flying to and within The Islands Of The Bahamas. This exemption, made under the provision of The Civil Aviation (Air Navigation) Regulations 2001, section 2 and the Bahamas Safety Air Regulations 2001, applies to all Bahamas Commercial (AOC’s) Operators, general aviation aircraft flying in or over The Bahamas, balloons, gliders and lighter than air. This rule does not cancel the

requirements under the Bahamas Air Safety Regulations (BASR)’s Schedule 7, Subpart C, Communication and Navigation Equipment (b) (3) or BASR 7.290 Emergency Locator Transmitter (ELT) (a), (b), (c) and (d) 1, 2 and 3. The Bahamas Civil Aviation with respect to all Bahamas Registered AOC Aircraft (C6), will review this policy in 24 months to determine any additional extended periods of this policy. Pilots requesting additional information should contact Greg Rolle at and/or Leonard Stuart at

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about support issues, were welcomed by the attendees. “Beyond the large numbers of this event, the 2012 Convention demonstrated the passion our customers have for their aircraft – which is communicative,” Chabbert concluded. “We also saw a growing interest in the new TBM 850 version that was intro-

duced this year: the TBM 850 Elite.” The next TBMOPA Owners Convention will take place Sept. 25-28, 2013 in Coeur d’Alene, Idaho. The TBM Owners and Pilots Association (TBMOPA) was founded to provide owners of the ultimate personal aircraft with

the ultimate ownership experience. TBMOPA focuses on safety and training as well as social events all designed to maximize the pleasure and utility of TBM ownership. Visit or or for more information.

COPA Member Discount Program 15% off any inReach monthly service plan! 1. Activate the DeLorme inReach on your choice of monthly plan 2. Mail in this rebate to enjoy 15% off for the life of your service! This time limited offer is effective October 18, 2012 to July 31, 2013.

1. Purchase an inReach for smartphones or inReach for Earthmate PN 60w from an authorized inReach Canada dealer. 2. Fill out this form in its entirety and attach: 1) The original UPC code from the product package 2) A copy of proof of COPA membership (Incomplete forms will not be accepted. Proof of membership includes either a photo or scan of a current membership card or the address sheet from a recent mailing of the member’s COPA Flight newspaper.)

3. Mail this form to: Rebate #COPA inReach Canada 7A Taymall Ave Toronto, ON, M8Z 3Y8 4. Conditions: You must have activated your inReach with inReach Canada in order to receive your rebate. This offer cannot be combined with any other inReach Canada offer. Rebates are issued on account in Canadian dollars. Please refer to the Terms and Conditions at the end of this document. Name Address City


Postal Code

Email Address IMEI # (located inside battery compartment) TERMS AND CONDITIONS This offer is valid to residents of Canada only and applies to inReach Canada retail monthly service plans only. You must have activated1 your inReach service plan in order to be eligible for this discount. This offer cannot be combined with any other inReach Canada discount offer. Standard inReach Canada Terms and Conditions apply ( Complete this form and submit it with a copy of the required documentation attached. Incomplete forms will not be accepted. Keep copies of all materials submitted; originals will not be returned by inReach Canada. The discount credits will be applied on the first invoice following receipt of a completed and eligible claim by inReach Canada, and will continue until you cancel/terminate your service or the termination of this agreement. InReach Canada will process the service discount as a credit on your account; credits are issued in Canadian dollars. Discounts are not retroactive to the date of activation. inReach Canada is not responsible for lost, destroyed, misdirected, postage due or delayed mail, or for any incorrect information provided by you to inReach Canada. Requests from PO Boxes will not be accepted. Offer limited to end users only. Your rights to this discount cannot be transferred, and this offer is void where taxed, restricted or prohibited by law. If you have not received your credit on account within six (6) weeks of submitting your claim, please email: 1

Note: You can suspend or switch your service plan at any time. If you switch your plan, your new plan will also be eligible for the same discount. If you suspend your plan discounts will resume when you un suspend your plan. This discount offer does not apply to overage charges, monthly suspend plan charges, activation fees, or administration fees. If you deactivate your service and then wish to reactivate it you will be required to resubmit this claim form along with proof of membership in order to be eligible for this discount. inReach Canada reserves the right to change prices at any time. v.10/12




NRC flies first 100% biofuel-powered civil jet The National Research Council of Canada (NRC) achieved a major milestone for the aviation industry as it flew the first civil jet powered by 100 percent unblended biofuel. This historic flight symbolizes a significant step not only for the aerospace industry, but also towards advancing sustainable sources of renewable energy. “I have now flown the world’s first 100 percent biofuel flight,” said Tim Leslie, one of NRC’s pilots. “We have been working hard with our partners for many months, and it is most rewarding to see it all come together. It is truly inspiring to take this step towards an eco-friendly future!” The pure biofuel flowed into the engines of the Falcon 20 – one of NRC’s specifically equipped and the best-suited jet for this challenge – as it flew over Canada’s capital. A second aircraft, the NRC’s T-33, outfitted with an array of under-wing sensors, tailed the Falcon in flight and collected valuable information on the emissions generated by the biofuel. Research experts at the National Research Council will analyze this information to better understand

T33 tailing the Falcon 20 during biofuel flight test.

the environmental impact of biofuel. Preliminary results are expected to be released in the following weeks. The biofuel used for this flight was

Nominate someone for a COPA Award The COPA Awards Committee in concert with the staff and board of directors are once again looking for COPA members who devote so much of their time and energy into accomplishing our mutual aviation goals. What we request from the membership is that you mentally canvass your COPA Flights for deserving members, for those who have worked to promote aviation and our ambitions, and then fill out and submit a nomination form to COPA headquarters in Ottawa. Simply visit our website, and click on About COPA then click on Awards. Once there, you will find all the information about the COPA Awards and a nomination form. Isn’t it time we all nominated deserving members thereby motivating them to continue with their efforts? The success of our Awards Program and to a degree our aviation freedom depends on our mutual efforts. Please take the time to consider and recognize the efforts of your fellow (or sister) COPA Flights companions.

Nominez quelqu’un pour un Prix d’excellence COPA Le Comité des Prix d’excellence COPA, de concert avec le personnel de la gestion et du Conseil d’administration, est de nouveau à la recherche de membres COPA qui dévouent tant de temps et d’énergie à accomplir nos buts mutuels en aviation. Ce que nous demandons des membres, c’est que vous fassiez un tour d’horizon mental de vos escadrilles COPA pour souligner les membres méritants avec qui vous avez travaillé à promouvoir l’aviation et nos ambitions pour ensuite soumettre une formule de nomination au Quartier général de la COPA à Ottawa. Visitez simplement notre site internet , cliquez sur «About COPA» et ensuite cliquez sur «Awards». Une fois rendu, vous trouverez toute l’information nécessaire au sujet des Prix d’excellence COPA et la formule de nomination. N’est-ce pas le temps de tous soumettre la nomination de membres méritants afin de les motiver à continuer leurs efforts? Le succès de notre Programme des Prix d’excellence, et jusqu’à un certain degré de notre liberté en avi-

Know safety No pain


No safety Know pain

ation, dépend de nos efforts mutuels. S.V.P. prenez le temps de considérer et de reconnaître les efforts de vos compagnons et compagnes des escadrilles COPA.

transformed by Applied Research Associates and Chevron Lummus Global using oilseed crops commercialized by Agrisoma Bioscience Inc. This aviation initia-

tive is funded by the Government of Canada’s Clean Transportation Initiatives and the Green Aviation Research and Development Network.

COPA Award Bob Merrick, longtime contributor to COPA Flight with his ELT, Museums and Fireside Aviator columns, is presented an Appreciation Award by COPA President Kevin Psutka. Bob decided to hang up his pen/keyboard, but he remains active as a tour guide at the Canada Aviation and Space Museum in Ottawa, Ont. Bob and Kevin go back a long way and worked together in 425 Squadron in Bagotville, where they flew in the Voodoo, including the one seen here in the background. How time flies when you are having fun. — Kevin Psutka




Corporate Sponsorship

Will you have a place to land tomorrow?

Keep General Aviation alive and well in Canada by supporting the COPA Freedom to Fly Fund through Corporate Sponsorship Four levels of sponsorship: Bronze for $500 or more Silver for $1,000 or more Gold for $5,000 or more Platinum for $10,000 or more These sponsoring companies are supporting your freedom to fly, show your appreciation by patronizing them.

Platinum Sponsor Former Nighthawk Flying Club

Gold Sponsor Pontiac Airpark, 1-819-LOV-2FLY A new fly-in community northwest of Gatineau-Ottawa

Silver Sponsors Chestermere/Kirkby Field Alberta Sea Jay Engineering Services Limited CANADIAN OWNERS AND PILOTS ASSOCIATION

Bronze Sponsor Northern Lake Amphibian Pilots Your sponsorship will entitle you to special recognition in COPA Flight and on the COPA website.

For more information visit our website or mail the form below with your donation.

Donate to the Freedom to Fly Fund today Here are some examples of how the Freedom to Fly Fund has been applied to date (The complete text of several legal rulings in our favour can be found in the COPA Guide to Private Aerodromes on the member’s only section of our web site):

Freedom to Fly Fund Donation Form

- Funded Venchiarutti V. Longhurst and Longhurst (1992), a landmark ruling in which the Court of Appeal for Ontario confirmed the right of individuals to own and operate a private airstrip. The key decision in that case was “The Aeronautics Act makes no distinction between “airports” and “private airports,” both of which constitute matters of exclusive federal concern.”

Given the considerable challenges we continue to face against our freedom to fly, we urge everyone to consider donating whatever amount you can afford to the Freedom to Fly Fund. We have all benefited significantly from those who donated before us. Now it is time to ensure that we continue to be able to protect your freedom as well as the freedom of those who will follow us.

- Funded legal representation before the Federal Court of Canada to successfully establish that Transport Canada’s Letters of Counselling can be appealed to the Civil Aviation Tribunal (now the Transportation Appeal Tribunal of Canada).

Membership number ______________________________________ Name


- Revenue Canada was convinced to eliminate 10 per cent Excise Tax on private aircraft.

Address ___________________________________________________________________________

- Participated in the resolution of a situation where a farmer’s silo was being erected on the approach path to the Chatham Ontario airport, effectively shutting down a runway.


- Thwarted an attempt by Ontario Hydro to force an aerodrome owner to bury wires on his property despite the fact Transport Canada had determined the airstrip was safe and the risk was adequately addressed by a cautionary note in the CFS.

Individual/Group Donation: $25

- Successfully defended pilots who were taken to court for landing at Banff and Jasper airstrips.

Corporate Sponsorship Donation: Platinum

- Participated extensively over several years in the effort to convince the government to retain the Banff and Jasper airstrips.

Specify amount $_______

- Convinced a municipality in Nova Scotia that building permits are not needed to construct hangars on a newly established aerodrome near Lunenburg. The municipality backed down when their Legal Counsel reviewed the past cases that are highlighted in COPA’s Guide to Private Aerodromes and COPA’s Legal Counsel provided guidance for the COPA member involved so that he and his lawyer could steer the matter away from a costly legal challenge. - And much, much more... Anyone can apply for financial assistance, but expenditures are carefully controlled by the COPA Directors who decide what projects are deserving of financial support. Details concerning the application process can be found at /fund.htm.


or specify amount ______

Automatic Monthly Donation _______ (via credit card only) Gold



Two Ways to Donate 1.





- Successfully defended the rights of seaplane pilots to maintain their access to lakes in the Temagami Park area of Northern Ontario, then Kawartha Highlands and contributed to a study in support of retaining seaplane access to B.C. parks.


Credit Card # _______________________________/ Expiry date ___________________________ Name on Card ____________________________ Signature _______________________________


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NOTE: Since the FtFF is not a charity, donations are not eligible for tax receipts. You will, however, receive a receipt for your donation for your records.

Mail to: Canadian Owners and Pilots Association 71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2




If God wanted you to fly, he’d have made you flush riveted The “Dr. Killer” was the name applied Jr. died when the Piper to the Beechcraft V-tailed Bonanza. It got Saratoga he was pilotits reputation because low time inexperi- ing crashed into the Atenced pilots, notably professionals such as lantic Ocean off the doctors and lawyers, who earned their pi- coast of Martha’s Vinelots licences, would go out and purchase yard, Massachusetts. His wife, Carolyn Besthe best airplane that money could buy. Their bank accounts most often ex- sette, and sister-in-law, ceeded their flying abilities and a series of Lauren Bessette, were also killed. fatal or near fatal accidents followed. And so the list goes The airplane need not be a Beech Bonanza but an expensive airplane with rela- on and on. John tively high performance flown by Kennedy, for example, relatively inexperienced pilots will qualify. had but 310 hours of Here are some excerpts from newspapers, flight time. In the above examples, I reports and you will see what I mean: • On Feb 3, 1959, Buddy Holly, Ritchie know that some of the Valens, The Big Bopper, as well as the pilots had about the pilot Roger Peterson died when their same amount of expeBeechcraft Bonanza 35, registration rience or lack of experience, whichever N3794N, crashed shortly after takeoff, at way you want to think of it. There were probably a lot of different night and in bad weather. This has become factors involved in the above noted acciknown as the “Day the Music Died.” • On July 31, 1964, country music star dents. Some could have been mechanical, Jim Reeves and his pianist Dean Manuel some weather, some perhaps medical, perdied when the Beechcraft Reeves was pi- haps fuel, but most assuredly the majority loting crashed in the Brentwood area of of them were due to lack of experience or as the report would conclude, “Pilot Nashville. • In February 1981, Apple Computer Error.” Pilot error is what it says, a mistake co-founder Steve Wozniak crashed his Beechcraft Bonanza while taking off from made by the pilot in charge of the aircraft but is it really more than that? All pilot Santa Cruz Sky Park. • Top brain cancer surgeon and doctor error is probably directly due to the “lack of proper training”. With wife, Dr Viswanathan Raproper training, would the jaraman, 54 and Dr Mary pilot carrying Buddy Sundaram, died after Holly really have taken plane he was piloting off in a blinding snowcrashed Aug. 29, 2012. storm in the dead of night • A British couple died in the winter? along with their future With proper training son-in-law when the de would the pilot of the de Havilland Beaver he was Havilland Beaver crashed piloting crashed into a into the hillside in Peachlakeside forest in Peachland if he was trained in land, B.C. on May 13, the flight characteristics 2012. of that airplane in hot and • A 57-year-old Vanhigh density altitudes? couver doctor was treated Perhaps there may be a in hospital Saturday after more underlying reason? his amphibian plane — Layton A. Bennett Perhaps it is lack of flipped during a routine natural ability for that lake landing. Coquitlam particular skill. People RCMP officer Cpl. Bert can be skilled in one Paquet said the plane flipped around 3 p.m. while landing on Pitt thing but it is rare to find a person skilled in all things. Take this as an example. Lake, just east of Vancouver. • A Cessna P 210 based at Pitt Meadows When I was first began taking music lesAirport B.C., near Alturas California air- sons, my accordion teacher, Gordon Freecraft made an emergency landing on a man said that he could take 50 people, put road, collapsing the nose gear, substan- them in a room for one month, give them tially damaging the plane and most impor- music lessons and he would guarantee that tant no injuries reported to the lone pilot each and every one of them would be able to play the accordion at the end of that 30on board. Occurred Aug. 27, 2012. • On July 16, 1999, John F. Kennedy, day period.

“Just remember, if you crash because of weather, your funeral will be held on a sunny day.”

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Canadian Owners and Pilots Association 71 207-75 Bank St., 7th Floor, Ottawa, ON, K1P 5N2 Albert St., Ottawa, ON, K1P 5E7 Tel.: 613-236-4901 / Fax: 613-236-8646 Tel.: 613-236-4901 / Fax: 613-236-8646 Web site:

You know he was perfectly right. However he said that some would barely be able to play “Mary had a little Lamb” without sheet music while a select few would be able to pick up tunes from the radio and play them quite well. He concluded that while everybody would be able to play music, not everyone was meant to be a musician plus not all musicians could be concert pianists. And that’s how it is, that not everybody can be a brain surgeon and not everyone was meant to be a pilot. Different people have different skills. Mohammed Ali was a great boxer but a lousy tennis player. In his own words, “I am the astronaut of boxing. Joe Louis and Dempsey were just jet pilots. I’m in a world of my own.” Mozart’s famed reproduction of Gregorio Allegri’s Miserere after one hearing is a special skill but I will bet dollars to donut’s that Mozart did not excel in boxing. One must bear in mind that most abilities are genetic and cannot be controlled by the person affected but are an inherent quality of their physical self. You can increase your skill levels in nearly everything but some people just flat out excel in areas that you may never be able to attain. Therefore, you should always ask yourself, “Was I born to play the accordion?” You know there are some pilots that do fly and do play the accordion but I can say without exception that not all pilots will be able to play the accordion. Ergo, not all accordionists should pilot airplanes. Travelling across Canada I come across so many households that own accordions but have not played them for countless years. Most of them say that they took lessons but just gave it up. They usually began their lessons at the urging of one of their parents who perhaps also played the

accordion. The ability to be a competent musician is affected by your genes but just because your father was an accordion virtuoso does not mean that you will be one as well. Sometimes talent skips a few generations and your talents really directed you to be a chess master or downhill snowboarder. There are probably a lot of old chess sets sitting and gathering dust in Gary Kasparov’s relatives’ closets as well. Pops may have been a great stunt pilot but those genes may have regressed in you. Mother always knows best and my mom used to tell me, “Do the things that you do well. Don’t try those that you can’t.” I am not trying to deflate anyone’s balloon, just merely pointing out facts. I do not wish to discourage anyone from flying but just the opposite; I hope to encourage everyone to fly but to fly the right type of aircraft for them. Perhaps you were not meant to drive a Formula One race car in Monaco but you can none the less quite competently ramble about the countryside in your Ford Taurus. Similarly, maybe a Cirrus SR22 or Fouga Magister is not your calling but you may obtain countless hours of fun and enjoyment with your Piper Super Cub or Cessna 182. Ask yourself if you have the proper training, the proper skills, and the right amount of time to keep up your skills to be able to navigate the skies safely at all times? If you don’t think that you will ever be able to master the accordion, then perhaps think about a concertina, a much smaller similar type of instrument. The question once put to me was “What’s the difference between an accordion and a concertina?” The answer, “Accordions burn longer!” Oh and don’t ever think that the average pilot, despite the swaggering exterior, is incapable of such feeling as love, caring, intimacy and affection. He is, but these feelings just don’t involve anyone else.

Jorma Kivilahti is a commerciallyrated pilot, flying since 1963, he received his float rating in 1964. He has flown commercially in the past. Today he uses his licence in his vocation of marketing recreation property throughout Canada. Visit his Website on the Internet, www.RecreationProperty.Com




Aviation accident /incident summaries The following are recent general aviation incidents involving light aircraft taken from daily reports from Transport Canada and the Transportation Safety Board. Please note that for the most part, these records contain preliminary, unconfirmed data which can be subject to change. A12P0050: A 1967 Piper PA-18 Supercub was landing on RWY 34 at Mackenzie airport in B.C. The airplane was observed descending steeply and touched down at the midpoint of the runway at an estimated airspeed of 45-50 mph. There was a crosswind at 310 degrees and 8 knots. The aircraft bounced and the pilot regained control with full throttle application. The airplane was pointing straight down the runway when a wind gust reportedly pick-up the left wing; it subsequently stalled with a right wing drop; the aircraft punched through a perimeter fence to the right of the runway, impacted a small berm, and flipped over. The pilot of this tandem-seating plane was in the front wearing a seat belt restraint system with shoulder harness, and the passenger was wearing a lap belt. Both occupants extricated themselves from the aircraft. B.C. ambulance and the RCMP responded. The passenger was taken to hospital for observation. The aircraft was substantially damaged. A12P0053: A Bellanca Citabria was landing at Pemberton, B.C. when it flipped over. The aircraft was low and slow on final and touched down in the grass area abeam the runway near the end, in an area with standing water; there was no braking action but it decelerated rapidly in the standing water and overturned. The pilot was wearing a seat belt restraint system with shoulder harness and extricated with minor leg scrapes. A12O0048: The Canadian Warplane Heritage Museum Avro Lancaster Mark X was on a recurrent flight training local trip in the Hamilton, Ontario area. After concluding some air work the flight crew noticed that the aircraft had a tendency to roll to the right. Looking from the cockpit the crew observed that the outer right wing tip had partially detached and flipped over on top of the wing. The flight crew declared an emergency and landed uneventfully with ARFF standing by. The section of wing tip that failed was located outboard of the right aileron, and even after it folded over the top of the wing it did not affect aileron operation. The ground crew examined the failed area and noted that the lower attachment brackets for the wing tip had failed but that the upper attachment wing tip brackets held the wing tip and prevented complete separation. The operator reported that the section where these brackets are located does not have access for a visual inspection. The operator also reported a new inspection criteria would have to be developed to allow inspection of these brackets in the future. As a precaution the operator will dismantle and inspect the left wing tip brackets. The failed brackets will be retained for TSB determination of the mode of failure. TSB authorized the repairs to be initiated to the aircraft. A12A0041: A Taylorcraft BC12-DX was hand started. Once started, the engine RPM continued to increase. Before the pilot could enter the cabin, the unoccupied aircraft jumped the chocks and impacted the side of a hangar at Finlay Air Park, in Nova Scotia. The hangar sustained minor damage while the aircraft was substantially damaged. The pilot was uninjured. It is likely the throttle resistance was not adjusted properly allowing the engine power to increase above idle. A12A0042: A Cessna T207A aircraft was en route from Charlotte Munroe Executive (EQY) airport to St John’s International (CYYT) airport. The aircraft lost power in descent 75 NM west of St John’s passing 13,600 feet. The crew declared a MAYDAY and steered toward land. The engine (Continental TSIO-520-M) was started after an 800 foot loss

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of altitude and the flight landed safely at 19:26 NDT. The crew suspects that ice built up in the induction system and caused a flame out. The aircraft is on a ferry flight to Africa. A12P0052: The pilot of the Piper PA-14 Family Cruiser was performing circuits on runway 25 at Boundary Bay airport in B.C. when during the third landing it touched down, bounced and porpoised before veering off the right side of the runway into the grass. The pilot shut off the engine, fuel valve, and electrics as the aircraft was rolling but it entered a ditch and nosed over before coming to a full stop. It came to rest inverted in the ditch. The pilot was wearing only a lap seat belt and was able exit the aircraft uninjured. The aircraft was substantially damaged, and fuel was leaking into the ditch. The aircraft was righted in short time to prevent further contamination and the risk of fire. A12Q0055: The privately owned Grumman Tiger AA-5B was making a local training flight from the Lachute Airport, QC (CSE4), under VFR rules with an instructor and a student aboard. When landing during one of the touch-and-goes, the airplane bounced on its front gear and on the second wheel bounce the aircraft temporarily left the runway onto the grass before coming back onto the runway surface. There was nobody injured, however the aircraft sustained damage mostly to the propeller which came into contact with the runway.

Le texte ci-dessous représente divers incidents d’aviation générale impliquant des avions légers. Les textes sont sélectionnés à partir de rapports de Transport Canada et du Bureau de la sécurité aérienne. Veuillez noter que la plupart de ces filières contiennent de l’information préliminaire, nonconfirmée et sujette à changement. A12P0050: Un Piper PA-18 Supercub effectuait un atterrissage sur la piste 34 à l’Aéroport de Mackenzie, C.-B. L’avion a été observé en train de descendre à un angle prononcé et il a atterri à mi-chemin de la piste à une vitesse estimée de 45-50 miles/heure. Il y avait un vent de travers à 310 degrés et à 10 noeuds. L’avion a rebondi et le pilote a repris le contrôle avec une pleine application de la manette des gaz. L’avion pointait en direction de la piste lorsqu’un coup de vent aurait remonté l’aile gauche; il a par la suite décroché avec une descente de l’aile droite; l’avion a passé à travers une clôture de périmètre à la droite de la piste, frappé un petit talus et s’est retourné sur le dos. Le pilote de cet avion avec sièges en tandem était à l’avant avec un système de ceinture de sécurité comportant un harnais d’épaule, et le passager portait une ceinture de taille. Les deux occupants se sont extirpés de l’avion. L’ambulance provinciale et la GRC ont répondu à l’appel. Le passager a été emmené à l’hôpital pour fins d’observation. L’avion a été substantiellement endommagé. A12P0053: Un Bellanca Citabria effectuait un atterrissage à Pemberton, C.-B., lorsque qu’il s’est reviré sur le dos. L’avion volait à basse altitude et à basse vitesse en finale et il a atterri dans le gazon en parallèle de la piste près de la fin, dans un secteur où il y avait de l’eau en suspension; il n’y a pas eu d’action de freinage mais l’avion a décéléré rapidement dans l’eau stagnante et s’est reviré. Le pilote portait un système de ceintures de sécurité avec un harnais d’épaule et il s’en est sorti avec des grafignes mineures sur ses jambes. A12O0048: Le Avro Lancaster Mark X du Musée Canadian Warplane Heritage (Hamilton, ON) effectuait un vol d’entraînement local périodique. Après avoir terminé certaines manoeuvres aériennes, l’équipage a remarqué que l’avion avait tendance à faire un roulis vers la droite. En regardant à

partir de la cabine de pilotage, l’équipage a observé que le bout d’aile droit était partiellement détaché et retourné sur le dessus de l’aile. L’équipage a déclaré une urgence et a atterri sans difficulté avec l’équipe de sauvetage et de lutte d’incendies d’aéronefs en alerte. La section du bout d’aile qui a failli était située à l’extérieur de l’aileron droit, et même après s’être repliée sur le dessus de l’aile, elle n’a pas affecté l’opération de l’aileron. L’équipe d’entretien au sol a examiné la région de la faille et elle a noté que les attaches du dessous de l’aile avaient failli mais que les attaches du dessus du bout d’aile ont tenu et ont empêché une séparation complète. L’opérateur a rapporté que la section où ces attaches sont localisées n’offre aucun accès pour une inspection visuelle. L’opérateur a aussi rapporté qu’un nouveau critère d’inspection devra être développé pour permettre l’inspection de ces attaches dans le futur. À titre de précaution, l’opérateur va démanteler et inspecter les attaches du bout d’aile gauche. Les attaches brisées vont être conservées pour une détermination de la part du BSTC quant au mode de bris. Le BSTC a autorisé que des réparations soient initiées sur l’avion. A12A0041: Un Taylorcraft BC12-DX était démarré à la main. Une fois démarré, les révolutions du moteur ont continué à augmenter. Avant que le pilote puisse entrer dans la cabine, l’avion inoccupé a sauté par dessus les cales de roues et a frappé le côté d’un hangar au Parc aéronautique de Finlay, N.-É. Le hangar a subi des dommages mineurs tandis que l’avion a été substantiellement endommagé. Le pilote n’a pas été blessé. Il est probable que la résistance de la manette des gaz n’était pas proprement ajustée, permettant ainsi à la puissance moteur d’augmenter au delà du ralenti. A12A0042: Un Cessna T207A faisait route de l’Aéroport Charlotte Munroe Executive (EQY) à l’Aéroport international de St-John’s (CYYT). L’avion a perdu sa puissance en descente à 75 miles nautiques à l’ouest de St-John’s en passant à travers 13 600 pieds. L’équipage a déclaré une urgence et a détourné l’avion vers la terre ferme. Le moteur (Continental TSIO-520-M) a été démarré après avoir perdu 800 pieds d’altitude et le vol a atterri en sécurité à 19h26, heure de Terre-Neuve. L’équipage soupçonne que de la glace s’est accumulée dans le système d’induction et que cela a causé un arrêt moteur. L’avion effectue un vol de convoyage vers l’Afrique. A12P0052: Le pilote d’un Piper PA-14 Family Cruiser effectuait des circuits sur la piste 25 à l’Aéroport de Boundary Bay en C.-B. lorsque durant le troisième atterrissage, il a touché au sol, a rebondi et a marsouiné avant de sortir vers la droite de la piste sur le gazon. Le pilote a fermé le moteur, la valve d’essence et les circuits électriques pendant que l’avion roulait, mais il est entré dans un fossé et il s’est renversé avant de s’arrêter complètement. Il s’est retrouvé inversé dans le fossé. Le pilote ne portait qu’une ceinture de taille et il a été capable de sortir de l’avion sans aucune blessure. L’avion a été substantiellement endommagé, et le carburant s’égouttait dans le fossé. L’avion a été retourné à l’endroit en peu de temps afin de prévenir une contamination accrue et un risque de feu. A12Q0055: Le Grumman Tiger AA-5B en exploitation privée effectuait un vol local d’entrainement depuis l’aéroport de Lachute, QC (CSE4) selon les règles de vol à vue avec un instructeur et un élève à son bord. À l’atterrissage lors de posés-décollés, l’appareil a rebondi sur la roue de nez et au deuxième touché des roues l’appareil a momentanément quitté la piste dans le gazon avant de revenir sur la surface de la piste. Il n’y a eu aucun blessé, toutefois l’appareil a subi des dommages principalement à l’hélice qui est venue en contact avec la piste.




TC aviation enforcements This enforcement action summary itemizes each case closed by the Regional Aviation Enforcement Offices for which a licence suspension, civil penalty or court fine has been imposed. It would be difficult to consolidate all the information in all cases; therefore, the brief narrative accompanying each case is intended to provide the basic factual information concerning the contravention. Region



June 28, 2011



CAR 602.12(2) $750 monetary penalty CAR 602.12(2) $750 monetary penalty A private helicopter pilot operating a Robinson R44 with passengers on-board flew very low over buildings and people on more than one occasion. The pilot was sanctioned with a monetary penalty totalling $1,500. Quebec August 20, 2011 CAR 602.14(2) $525 monetary penalty A balloon pilot operating a Sundance SBA90 balloon manoeuvred the balloon at low level and within 500 feet of buildings. The individual was sanctioned with a $525 monetary penalty. Prairie & Northern July 30, 2011 CAR 602.14(2) $1,000 monetary penalty A commercial helicopter pilot operating a Robinson R44 flew the aircraft at very low altitude and within 500 feet of people and buildings on more than one occasion. The helicopter was so close to people in one instance that the eye witness could identify the colour of clothing and the sunglasses the pilot was wearing. The pilot was sanctioned with a $1,000 monetary penalty. Prairie & Northern

CAR 404.03 $1,000 monetary penalty CAR 605.03(1) $1,000 monetary penalty CAR 606.02(8) $700 monetary penalty A private pilot operating a Cessna 172 on a local flight attempted to land on a road in strong wind conditions which resulted in contact with a power line. There were no injuries however, the aircraft sustained substantial damage. The investigation that followed revealed that the pilot had no medical certificate, no liability insurance and the aircraft did not have a valid flight authority in effect. The individual was sanctioned with a monetary penalty totalling $2,700. Pacific

January 5, 2012

August 17, 2011

CAR 601.08(1) $722 monetary penalty CAR 202.13(2) $962 monetary penalty CAR 602.01 $962 monetary penalty An American private pilot operating a privately registered Mooney M20F aircraft in Canada on a VFR flight entered Class “C” airspace without a clearance and then executed an extremely low approach to the airport’s active runway narrowly missing a vehicle on a road. The right wing struck a runway approach light and the gear contacted the grass just prior to the runway. The aircraft bounced into the air and on the subsequent landing the gear collapsed and the aircraft skidded to a halt on the runway. There were no injuries however, the aircraft was substantially damaged. The investigation that ensued revealed that the aircraft was not registered in Canada. The individual was sanctioned with a monetary penalty totalling $2,646.

Mesures d’application de la loi Ce sommaire des mesures d’application de la loi itémise chaque cas complété par les bureaux régionaux d’application de la loi et pour lequel cas une suspension de license, une pénalité civile ou une amende judiciaire a été imposée. Il serait difficile de consolider toute l’information dans tous les cas; par conséquent, le bref narratif accompagnant chaque cas a comme but de fournir au lecteur l’information factuelle de base au sujet de l’infraction. Région




Le 28 juin 2011


RAC 602.12(2) Amende de 750 $ RAC 602.12(2) Amende de 750 $ Un pilote d’hélicoptère privé aux commandes d’un hélicoptère Robinson R44 transportant des passagers a survolé à très basse altitude des immeubles et des personnes plus d’une fois. Une amende totale de 1 500 $ a été infligée au pilote. Québec Le 20 août 2011 RAC 602.14(2) Amende de 525 $ Le pilote – ballon aux commandes d’un Sundance SBA90 a manœuvré le ballon à une basse altitude et a survolé des immeubles à moins de 500 pieds. Une amende de 525 $ a été infligée au pilote. Prairies et Nord Le 30 juillet 2011 RAC 602.14(2) Amende de 1 000 $ Un pilote d’hélicoptère professionnel aux commandes d’un hélicoptère Robinson R44 a fait voler l’aéronef à de très basses altitudes et à moins de 500 pieds de personnes et d’immeubles plus d’une fois. Dans un des cas, l’hélicoptère était si près des personnes que le témoin a pu décrire la couleur des vêtements et le type de lunettes de soleil du pilote. Une amende de 1 000 $ a été infligée au pilote. Prairies et Nord Le 5 janvier 2012

RAC 404.03 Amende de 1 000 $ RAC 605.03(1) Amende de 1 000 $ RAC 606.02(8) Amende de 700 $ Un pilote privé aux commandes d’un Cessna 172 effectuant un vol local a tenté d’atterrir sur une route par vents forts et a heurté une ligne électrique. L’accident n’a fait aucun blessé, mais l’aéronef a subi des dommages importants. L’enquête subséquente a révélé que le pilote n’avait pas de certificat médical ni d’assurance responsabilité et que l’aéronef n’avait pas d’autorité de vol valide. Une amende totale de 2 700 $ a été infligée au pilote. Pacifique

Le 17 août 2011

RAC 601.08(1) Amende de 722 $ RAC 202.13(2) Amende de 962 $ RAC 602.01 Amende de 962 $ Un pilote privé américain aux commandes d’un Mooney M20F immatriculé à titre privé effectuant un vol selon les règles de vol à vue (VFR) au Canada est entré sans autorisation dans un espace aérien de classe « C », a exécuté une approche très basse sur la piste en service et a presque heurté un véhicule sur la route. L’aile droite a heurté un feu d’approche sur la piste et la roue d’engrenage est entrée en contact avec l’herbe avant de toucher la piste. L’aéronef a rebondi dans les airs, puis quand il a atterri, la roue d’engrenage s’est affaissée et l’aéronef a dérapé avant de s’arrêter sur la piste. Personne n’a été blessé, mais l’aéronef a subi des dommages importants. L’enquête subséquente a révélé que l’aéronef n’était pas immatriculé au Canada. Une amende totale de 2 646 $ a été infligée au pilote.

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From Left: Solly Capua, president Aviation Unlimited, Isaac Capua, aircraft sales Aviation Unlimited and Terry Miles, CEO GippsAERO.

Aviation Unlimited now authorized dealer for GippsAERO in Canada GippsAERO, the aircraft business group of Mahindra Aerospace, has signed an agreement appointing Aviation Unlimited, as the authorized GippsAERO dealer for Canada. This strategic appointment is part of GippsAERO’s expansion of the North American dealer network to support sales and growth in the Americas. Aviation Unlimited will be providing new aircraft sales for the GippsAERO GA8 Airvan, an aircraft well suited to the region, particularly for air charter, tourism and private operators, with its STOL capabilities for remote access and large cabin for passenger comfort. First certified for Canada in 2003, the GA8 Airvan is well suited to the country’s rugged landscape. Executive Director & CEO of Mahindra Aerospace, Arvind Mehra added, “We are delighted to announce the appointment of Aviation Unlimited as our authorized dealer for Canada. With many years of aviation experience and a wealth of knowledge, the addition of Aviation Unlimited is key to driving sales in the Canadian market.” Founded in 1983, Aviation Unlimited has a rich history as one of Canada’s longest serving general aviation companies and

is proud to be able to offer the Airvan to Canadian operators. “As a company specialized in aircraft sales for over 30 years, Aviation Unlimited is proud to work alongside Mahindra Aerospace and GippsAERO in introducing the GippsAERO aircraft lineage to Canada,” President of Aviation Unlimited, Solly Capua said. “We are confident that Canadian aviators will respond enthusiastically to GippsAERO aircraft’s rugged design, STOL capabilities, and strong factory support. These strengths bring forward a competitive advantage unique to GippsAERO and directly respond to a need identified in the Canadian marketplace. We look forward to a bright future,” Capua said. The GippsAERO GA8 Airvan is an Australian designed and manufactured eight-seat utility aircraft. Its low-operating costs, excellent STOL capabilities and high full-fuel payload have made the Airvan particularly popular with both private and commercial operators in North America. The company has manufactured in excess of 200 aircraft, which fly in 34 countries around the world, including USA, Australia, Europe, Africa and Asia. Visit for more information.

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Garmin G1000 going into 2 Piper models Piper Aircraft, Inc. is incorporating the Garmin G1000 avionics suite into new twin-engine Piper Seminole and single-engine Piper Archer aircraft models available in 2013. Launch customer for the new Garmin G1000-equipped Pipers is the Florida Institute of Technology. Piper made the announcement at the company’s 75th anniversary celebration and fly-in held at its Vero Beach, Florida headquarters. Garmin’s G1000 is a seamlessly integrated all-glass avionics that makes flight information easier to scan and process. G1000’s design brings new levels of situational awareness, simplicity and safety to the cockpit. The Florida Institute of Technology’s College of Aeronautics will take delivery of eight singleengine Piper Archer TX training airplanes equipped with the G1000 during 2013 and also has options on 16 additional trainers (Archer TX or twin-engine Seminole) for future delivery, bringing the total potential new aircraft under the agreement to a fleet of 24 aircraft. Piper President and CEO Simon Caldecott said, “Building on the system’s success in our MClass aircraft, the G1000 will put a wealth of flight-critical data at

the fingertips of Seminole and Archer pilots.” An added benefit is commonality of the flight deck, maintenance and parts for Piper’s single and twin-engine training aircraft. Additionally Piper offers a single

point of contact for customer service, operational and training practices in low-wing aircraft that are ideally suited for pilot learning. The Garmin G1000 flight deck presents flight instrumenta-

tion, navigation, weather, terrain, traffic and engine data on largeformat, high-resolution displays. It replaces the G500 suite currently on Seminole and Archer aircraft. Garmin’s reliable GRS77 At-

titude and Heading Reference System (AHRS) provides accurate, digital output and referencing of aircraft position, rate, vector and acceleration data. Visit for further information.

A 2013 challenge for your consideration I watched the 100th Grey Cup football game on TV. The Winnipeg Blue Bombers were not in it so I did not have a real favourite team to cheer for. At the end of the game we saw the TV cameras homing in on the big jubilant celebration by the Toronto Argonauts and I asked myself: “what about the agony of defeat in the dressing-room of the Calgary Stampeders?” I suppose it is like it is for the Winnipeg Blue Bombers; “there is always next year.” As you read this newspaper some of us may be about to make some New Year’s resolutions, not because we lost or because we are in agony, but because we want to build on what we have accomplished and to make our chosen profession or hobby better. So as a fraternity of pilots and aviation enthusiasts, I invite us to make a plan for 2013. For most of us it will be a shortterm plan, and we will charge our COPA Board of Directors and our President/CEO and his staff to fight for the longer-term goals. They will provide us with relevant background information to plan

our own activities and/or to fight our own battles. The longer-term goals are to convince the government to establish a comprehensive GA policy, to address the cell tower and wind turbine issues, to work with NavCanada, and to provide Transport Canada with constructive critiques. So how can individual COPA members support short term goals in Manitoba next year? The first thing is to read the COPA newspaper in order to find out what great things are happening in each province and bring these ideas to your closest COPA Flight. No, that is not quite right; the first thing we must do is support your local COPA Flight by attending and volunteering. Strong COPA Flights can influence decision making in your municipality. Only when it is understood by the voting public how valuable an airport is to the community can we protect our freedom to fly out of our own airport. It must be fully understood that wind turbines and cell towers close to an airport pose a real threat to aircraft. As long drives

of road ambulances are shifted to ipation in the Webster Trophy air transport, it should be obvious competition which is designed that obstructions around airports for private pilots. The week-long are a bad idea. Webster Competition will be held If we think we do not have any at St. Andrews Airport August 19 of the “big” issues affecting our – 24, 2013. home airport, think about the Participate in “Institute for funding for capital improvements Women of Aviation World Wide” of your runways or aprons. How- as COPA has declared the week ever we can always do things we of March 4-10, 2013 “COPA have always done, but try to con- Girls Week.” On May 9, 2013 Jill tribute more often to Oaks will organize make the events betseminars and tours at ter. the St. Andrews AirPlan to attend and port to encourage support the Winnipeg women to consider Rust Remover on Janaviation careers and uary 24, 2013. You hope to set a new by will improve your flyrecord for women in Jerry Roehr ing skills by listening the air on one day to presentations about with a goal of 450. the new Winnipeg airOf course there space classifications are COPA for Kids by NavCanada. scheduled for WinIf you pay attennipeg and Neepawa tion to Transport and EAA Young EaCanada you will learn gles flights starting in how over 10,000 difMay. ferent regulations can On a more peraffect your flying. sonal level you may You may find out about the status want to give Ken Pierce in Beuof General Aviation in Canada lah a call (204-568-4651) as their and be educated about the partic- local building inspector insists

View from Manitoba

Found Aircraft Services 95 Airport Road Seguin, ON, Canada P2A 2W8

that Ken needs a building permit for his hangar on his aerodrome which, of course, is under federal jurisdiction. We thought that Ken had won that fight when COPA received the favourable decision by the Supreme Court of Canada in this matter. For your information Ken has only to make sure that the hangar meets the standards of the National Building Code. Once a building permit is issued the municipality will have control of the aerodrome. (Any lawyers interested?) So here is the challenge for your New Year’s resolutions. It is simple, make a plan to support one or two or more COPA initiatives or start one or two of your own. I still hope that Brandon and Steinbach will have a COPA Flight. Happy New Year to all and lets be sure that the sunny side of our airplanes are always pointing to the sun or the moon, unless you are flying aerobatics.

Jerry Roehr is the COPA Director representing Manitoba/ Nunavut.

Phone: 705-378-0530 x230 Email: Fax: 705-378-4240




Understanding your aircraft insurance policy Most private aircraft policies written in Canada today follow a similar format where they make a fairly broad sweeping statement of what is covered, add some frill coverages and then use the rest of the policy to list a series of conditions and exclusions to those coverages. What you end up with is a policy which covers all risks, subject to the conditions of the policy and except for what is specifically excluded. Therefore, it is just as important to understand these conditions and exclusions as it is to know what is included. This would be simple to achieve if all policies were nicely organized and laid out under the same headings. But the reality is that conditions and exclusions may be dispersed throughout the policy and even disguised as definitions. In general, they may not be easy to find. Following are some of the more common ones that appear in most private aircraft policies. This is not an exhaustive list nor is it exactly how it may be worded in your own policy, but likely they exist in some format or another: Time-life Components: The Insurance Company is only obligated to pay the prorated amount of the unused time on your engine, prop or any other time-life components on the aircraft following an accident. For example, at the time of an accident you had 1,500 hours on the engine and as a result of the damage; the engine needs to be replaced. Your Insurance Company will only pay for 25% of the new engine (assuming the TBO is 2000 hours); Overweight: A claim can be denied if an aircraft is overweight or outside of its permissible centre of gravity per the Pilot Operating Handbook at the time of the accident; Wear & Tear: Any loss caused by wear and tear, deterioration, or mechanical failure is not normally covered under an aircraft policy. However, if it results in an accident, the resulting damage would normally be covered; Pilot: There is no accidental death or dismemberment coverage or life insurance available to the pilot under an aircraft policy. Some of the broader policies may include some immediate medical expenses for the pilot; Aircraft Configuration: Coverage could be denied if the aircraft’s undercarriage configuration is different than originally quoted or indicated on the policy. For example, your original application declared that your aircraft was operating on wheels, but three months into the policy you install floats. If you forget to advise the Insurance Company, you may not have coverage if your aircraft has an accident on floats;

Passenger Baggage: Most policies will cover loss or damage of passenger baggage, however this would exclude items such as money, securities, commercial paper, jewellery, precious stones and other articles of extraordinary value that may have been damaged or lost as a result of an aircraft accident; Intentional Damage or Illegal Use: Obviously there is no coverage for bodily injury or property damage that is caused by you intentionally or if you were using the aircraft for any illegal activities at the time of the loss; Noise and Pollution: Loss due to Noise and/or Pollution is excluded unless it is as a result of an accident covered under the policy. So make sure your aircraft isn’t leaking any fluids onto the ground that may cause environmental remediation (although it would have to be a large quantity or happening over a long period of time); War, Seizure or Hijacking: This common exclusion can vary depending on the insurance company. But what you want to watch out for is that your policy doesn’t have one of the more restrictive exclusions which do not cover malicious acts and/or vandalism; Invalid Certificate of Airworthiness: If the aircraft is involved in an accident and at the time of the accident the Certificate of Airworthiness was invalid, coverage can be denied. Many things can invalidate your Certificate of Airworthiness, ranging from not properly filling out the journey log, to being over weight, to flying after the annual inspection is due. Unapproved or Unqualified Pilots: One of the more common reasons that a claim gets denied is that at the time of the accident it was being operated by an unapproved or unqualified pilot. Aircraft insurance is not like car insurance. Most policies require that pilots be approved by the Insurance Company. In addition, your policy will likely have a condition and exclusion around an approved pilot having the appropriate license, permit or rating for the type of aircraft as well as holding a valid medical. This becomes a very important consideration if you let others fly your aircraft or if you have partners in the aircraft. You could be sitting at home watching “Ice Pilots” on the television when your partner has an accident with the aircraft and coverage is denied because he forgot to renew his medical. In order to make this a bit easier to manage, the COPA VIP Insurance program recently introduced an Open Pilot Clause (with some minimum conditions) for those occasions where you need to have your aircraft ferried or flown by a pilot at the last minute; Financial Loss: Most private policies will exclude any cover-

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age for financial loss brought about as a result of being unable to use your aircraft following an accident. But there are a couple of neat policies available to private aircraft owners (including COPA’s VIP Policy) which do have some coverage for trip interruption or the extra expense for renting a substitute aircraft. For example, if you have a prop strike 200 miles from home, wouldn’t it be nice to know that your policy will pay for you to get home? Employees: Most aircraft owners don’t realize that bodily injury to employees if injured in the course of their employment is normally excluded from a private aircraft policy. It is not uncommon for an aircraft to be registered to the owner’s business. If one of your employees joins you on a business trip and is injured as a result of an accident in the aircraft, the liability coverage may not respond under your policy. The reason for this is because in Canada there is an expectation that employers purchase Workers Compensation for their employees. However Workers Compensation doesn’t

always apply and may not be purchased by your company depending on the type of business or province or territory. If you use your aircraft for business take the extra time to request some contingent coverage in event Workers Compensation does not respond to a loss (this is automatically included as part of the COPA VIP Insurance Program); Contracts: Accepting liability of a third party or waiving the Insurance Company’s right to subrogate against a third party without permission from your Insurance Company can void your insurance. Make sure you send any contracts you are asked to sign with respect to your aircraft or aircraft hangar to your Insurance Broker for review. The most common example of this would be an airport or hangar lease; Territory Exclusions: Most private policies do not provide worldwide coverage. Be sure to review the covered territory before you plan your trip to Alaska, the Caribbean or Central America. Whereas Continental U.S., Canada and Mexico are standard

in most policies, only a few policies, including COPA’s VIP Insurance, also include the Caribbean and Alaska; Aircraft Use: Take a few minutes to review the definition of ‘Use” in your policy. Typically most private policies will define private use versus commercial use in the definition section of your policy and then exclude any commercial use. Be weary of policies that use the definition of “Private” Use to dictate what is covered or excluded. For example, your policy may exclude one or more of the following activities under the definition of “Private” Use: - rental of aircraft; - aerobatics and formation flying; - hunting; - powerline and pipeline patrol; - fire-fighting; - intentional dropping, spraying or releasing of anything from the aircraft (i.e., watch out for this if you are participating in a flour bombing event); • continued on next page




COPA’s VIP Insurance plan discounts, coverage benefits COPA’s Industry Partner and administrator of the COPA Aircraft Insurance Program, The Magnes Group Inc., is pleased to announce that Silver policy holders under the COPA VIP Insurance program can now qualify for further premium discounts by indicating their pilot experience when requesting a quote (new and existing customers at renewal). Whether you are getting your quote online or speaking to one of the COPA VIP Insurance Brokers, please be sure to take the extra couple of minutes to answer three questions about your pilot experience. It could result in significant savings off of your policy premium. In addition to these discounts new and renewal policies effective August 31st, 2012 and later will automatically get upgraded coverages as follows (for no additional premium): VIP Gold In Motion Hull & Liability Policy • Trip Interruption Coverage when an accident occurs away from your home base;

• Extra Expense coverage to cover the additional cost to rent an aircraft following a accident; • Open Pilot Clause for COPA members to fly your aircraft if they have a minimum of 250 hours total time, 35 hours on make and model, and 10 hours in the past 12 months. VIP Silver Not In Motion &/or Liability Only Policy • Open Pilot Clause for COPA members to fly your aircraft if they have a minimum of 250 hrs total time, 35 hours on make and model, and 10 hours in the past 12 months. • Further pricing discounts. For more information please contact: The Magnes Group Phone: 1-855-VIP-COPA (847-2672) Email: Online Quoting: www.magnesaviation/COPA

Insurance exclusions - experimental flying or competitive flying; - any flying in connection with an air show, competition, flying exhibition, or air display; Note: None of the above are specifically excluded from the COPA VIP Policy unless they are commercial in nature (see our policy definition for more information). Date Recognition Exclusion: Many policies excluded losses just prior to Y2K in fear of what the “00” date might do to computers and other technologies. Since then, only a few policies have reversed this exclusion. Aircraft owners with newer technologies should be aware of this potential exclusion and ask to have it put back in or choose a different carrier (i.e., COPA VIP).


In addition to these exclusions explained above, you still need to pay attention to the additional frill coverages each policy has to offer. Some are low risk “throw-ins”, but most are worth the extra few dollars if you do find yourself in an aircraft accident. Insurance rates on aircraft are at an all time low, so it is an excellent time to consider spending a little bit more for these extra coverages or for increasing the liability limits you currently carry on your passengers. Private pilots in North America enjoy one of the most generous insurance coverage offerings in the world. In the last two decades, Canadian Insurance Companies have spent a lot of resources developing policies to meet the best interests of their

• continued from previous page

customers. However, exclusions, conditions and specific definitions do exist and if you don’t have the time or inclination to read your policy, then please discuss them with your broker and make an informed decision when purchasing your next insurance policy. If you would like more information on these exclusions or have any other coverage related questions, please contact COPA’s VIP Insurance Broker and trusted Partner, The Magnes Group Inc at 1-855-VIP-COPA (847-2672) or The Magnes Group Inc. is one of the largest Canadian Aviation Insurance Brokerages and proud to be the program administrator of COPA’s aircraft hull and liability program.

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FAA certifies two-seat aerobatic XA42 XtremeAir GmbH is an EASA-certified company which develops and manufactures carbon fiber composite aerobatic aircraft. The company has been based at Magdeburg/Cochstedt Airport in central Germany since 2005. The XA42 is the only two-seat aerobatic airplane manufactured and certified entirely with both a carbon fiber composite fuselage and structural design. The XA42 and its single-seat counterpart XA41 are certified for a load factor up to +/- 10 g’s. They are both equipped with a Lycoming AEIO-580-B1A piston engine with 315 horsepower. Following receipt of the European type design certification and production approval from EASA, the U.S. Federal Aviation Administration (FAA) has now followed suit with the issue of registration certificate No. A00064CE on November 5, 2012. The FAA’s designated certification manager, Mr. M. K. Blalock (DART/F) stated: “I have to say this is one of the best designed, well thought out aircraft I have seen and the workmanship is the best of any aircraft that I have ever certified …. Congratulations on a job well done …. I have completed certifications on many, many airshow aircraft. I know when I see a quality aerobatic airplane and yours passed the test.” XtremeAir CEO Harro Möwes said, “This certification in accordance with the FAA’s Federal Aviation Regulations (FAR’s) is

a fundamental basis for achieving the validation of our certification in numerous other countries. With these two certifications, we have reached a major milestone in establishment of a strong position in the worldwide market.” Around the globe, XtremeAir has sold 37 airplanes thus far, several into the U.S., with a few

others into Russia and South Africa. The XA41 and XA42 have already achieved remarkable success at many competitive events throughout the past years. One recent example is the 18th FAI European Aerobatic Championship which was held in Slovakia in September, 2012. Both the XA41 and XA42 were

high achievers with five rankings in the top 10, including first place in freestyle aerobatics – flown by Gerald Cooper in an XA41. The next step for XtremeAir GmbH will be further promotion of the XA41 and XA42. Both aircraft types will participate in upcoming competitions. Demonstration and introduction flights are offered at the

company’s home base, Magdeburg/Cochstedt Airport (ICAO: EDBC). XtremeAir GmbH intends to expand its current distribution network within the next two years by adding 25 more agents and dealers worldwide. Visit or email for more information.

Flying prototype SAM LS to show at Sebring Aviation Expo SAM Aircraft is readying for the Sebring U.S. Sport Aviation Expo which will be held in Sebring, Florida this month, with an advance look at its new SAM LS, a retro-look LSA with modern comfort, technology, and flying manners. The shiny aluminum bird was most-recently revealed

to the public at EAA AirVenture in Oshkosh and at Wings Over Gatineau, in Quebec in September, where 30,000 attendees had a look at its new cowl and nearly complete interior and panel. Ultimate wing load testing was completed without any surprises by the end of September. A 7.9g load was

applied on a wing to simulate a vertical gust of 15 m/s per the LSA ASTM regulations. (Per LSA limit, the gross weight of the aircraft is 1,320 pounds) The SAM LS was also tested under load to demonstrate full aileron operation. “We know that the wing is safe and strong,” says SAM president, Thierry Zibi. Much more was shown on the Factory Tour, which took place on Saturday, December 15.

First flights of conforming prototype herald opening of order book The SAM LS will be flying before Sebring, and a large part of its flight envelope will be revealed there. The Sebring show will provide the first opportunity for prospective customers to place orders for their SAM LS. SAM Aircraft is a Premier Partner of the 9th Annual U.S. Sport Aviation Expo to be held January 17-20, 2013 at the Sebring Regional Airport in central Florida. To get familiar with the SAM LS, photos of construction and much more are available on Flickr: Visit or email or call: 514-445-6409 for more information.

Brand New 2013 M-7-260C

Tail wheel, aluminum spring main gear Eligible for inc reased gross weight inc to become anrease M-9-260C

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• Garmin Aera 796 GPS • S-Tec autopilot • Leather seats • Observation door • JPI 930 engine and data analyzer Total Value including Floats: $360,000 Presently in final stages at the factory, ready for spring delivery

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Egress-trained pilots to qualify for discounted insurance rates Congratulations to The Magnes Group Inc. for attending Aviation Systems Egress Training and understanding the merits of our program. Over a decade ago, I suggested to a number of aviation-related insurance companies that egress training not only saves lives, but may reduce the frequency of floatplane accidents. Recently a representative of Magnes attended our AES Egress Training in Toronto. Following the course she indicated this was exactly what is needed for our floatplane community and then pondered how we could bring this to the attention of our fellow COPA float pilots. My immediate response was with the high cost of operating aircraft today, why not give them a break on their insurance for attending egress training — which would be beneficial to all involved. As she walked out of the room I thought, well maybe someone has finally put two and two together — and sure enough common sense prevailed. In the event you are an aircraft owner and have full in-motion and hull insurance through the COPA VIP Insurance Program (wheels or floats) you may be eligible for up to a 10% discount on your insurance premium (some conditions apply). Feel free to contact Magnes for further information. The dollars saved would assist with or even cover the AES course enrolment fee. This discount in the name of safety is a great offer and I highly recommend, if you qualify, to get signed up as there is no excuse not to. With that said, flip back through my past few Bry the Dunker Guy articles in COPA Flight and you will note there is a number of pilots who tell their story — bringing credibility to what I am preaching. The factors involved in aircraft accidents range from environmental to mechanical and flight experience, just to name a few. So as not to instill fear in your hearts, let’s look at what we are involved with when aviating in general. Everything we deal with in life has some inherent risk, in-

cluding getting out of bed in the morning and driving to work. How we mitigate this risk is by being properly trained for what we do. It would not be wise, for example, to distract ourselves with

float compartments which keep us on the surface. Often we have choices and so would lean towards a more suitable lake for the day’s entertainment, but what if we overnighted and had to get home after the winds picked up the next morning. Even taxiing in high wind conditions can be a handful, now try taking off crosswind on a narrow lake with rising terrain at the end. Floatplanes are wonderful pieces of equipment which will get you to places few have the liberty of experiencing. My advice is get good training and fully understand the consequences if things go wrong.

Bry, the Dunker Guy by Bryan Webster cell phones while drinking coffee and tuning the radio at the same time as weaving in and out of traffic. In aviation we are trained to a higher standard and understand that speeds are considerably greater than most other modes of transport. When landing your floatplane at a favourite lake there are often strong winds to be taken into account, mixed with gusts and a short touchdown area. Add to this the lack of a wind sock, moving surface and the possibility of rocks or debris just waiting to damage those fragile

Bryan Webster has been actively flying several types of light aircraft on wheels, skis and floats for over 30 years – amassing close to 12,000 hours. In 1998 he pioneered Egress Training after recognizing the need for this program and now operates AES when not doing check rides on Caravan amphibs and other floatplanes. For further information about egress training contact: Bry the Dunker Guy. Tel.: 250-704-6401; or visit

The COPA VIP Insurance Program is available to COPA Members only. It is administered by The Magnes Group Inc. and lead by Certain Lloyd’s Underwriters through Ironshore Canada. For further information about insurance contact: The Magnes Group Inc. Tel.: 855-VIP-COPA (847-2672); visit or email:

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CANADIAN OWNERS AND PILOTS ASSOCIATION The Canadians and their gracious American hosts. From left to right in the front row: Lynn and Dave Cunningham with Bruce Brown. In the back row: Claude Roy, Patrick Vinet and Kevin Brown sitting aboard C-IFBL. Photo courtesy Joan Armstrong

Deep South A fantastic float-flying adventure By Kevin Brown, Claude Roy and Patrick Vinet


n 2011, the International Challenger Owners Association organized a wonderful float flying trip to Moosehead Lake in Greenville, Maine, home of the biggest seaplane fly-in in the world. So how can you surpass that if you want to organize another ultralight float plane adventure? How about going waaaay south, all the way to

Flight planning the next leg.

the Gulf of Mexico? It all started with David Cunningham, a U.S. citizen from Alabama and a friend of Patrick Vinet. Having been to Montebello a few years back and having enjoyed Patrick’s hospitality, he thought of returning the favor by inviting Patrick and any of his friends to fly to his own seaplane base in lower Alabama. To David’s surprise, Patrick said yes! So the trip was publicly announced as an ICOA proj-

ect at the 2012 Annual Challenger Winter Weekend Rendezvous, held on the first weekend of February at the beautiful Chateau Montebello in Montebello, Quebec. • continued on page B-2

Arriving at Kitty Hawk.

Kevin Brown flies by overhead.




Chris Grigoriou briefing Patrick and Claude about his Robinson R44 helicopter.

Flying along the North Carolina coast.

Deep South • continued from previous page

This year, five people answered the call: three flyers and two motorcyclists. On the airplane side, Kevin Brown from Port Elgin, Ont. flew his 2005 Challenger II C-IFBL; Claude Roy from Ottawa, Ont. flew his trusty 1992 Challenger II CIROY; and Patrick Vinet from Mont-Tremblant, Quebec had fun with his well maintained 1989 Challenger II C-GMAV. On the motorcycle side, Joan Armstrong from Ottawa, Ont. drove her 2008 Harley-Davidson Ultra Classic while Bruce Brown from St-Lazare, Quebec motorcycled on A good place and time to buy a Stearman. his 2006 Suzuki VStrom. Having extensive experience in organizing long-range cross-country Carleton Place at 11:30 a.m., in time for flights, Claude takes on the task of prepar- lunch. Once airborne, the duo heads to ing an initial flight plan. As Kevin’s air- Peterborough (Ont.) and then calls Bryan craft is situated further west than the rest of Quickmire, the Canadian distributor for the group, it makes sense that the two other the Challenger aircraft series, with a pilots get airborne first and fly westbound revised estimated time of arrival to the to the Toronto area to pick up Kevin. From Edenvale (Ont.) Airport. Bryan and Allithere, the group of three Challengers will son have generously invited the group to invade their place for an official group fly south and west to Alabama. In the meantime, the two motorcyclists departure to the U.S. Upon landing at will depart a bit later from Eastern Edenvale, they meet Bryan and Kevin. Ontario and go on a southward route, staying on the east side of the Appalachians until it is time for them to go west from Tennessee to Alabama. The trip was not without its own peculiar challenges. Nevertheless, the group safely covered over 3,200 air miles (5,120 kms) in 21 days, landing on at least 45 airports while visiting wonderful places, meeting with great people and making many new friends. Here is an account of each one of these 21 days of adventure. Day 1, Saturday, Sept. 15. Mostly cloudy, 10/20 degrees C, winds northwest, 20G30 kms/hr. Patrick has difficulty getting out of Mont-Tremblant, due to early morning fog. He arrives at

After a great dinner, using Bryan’s knowledge of the area, plans are drawn to simplify the group’s original routing to the U.S. Day 2, Sunday, Sept. 16. Mainly cloudy, 10/23 degrees C, winds northwest 20G30 kms/hr. After Bryan does his very best to get the group early to the Edenvale Airport, Claude finds a way to screw it up by leav-

Patrick’s biggest fish story ever.

ing his laptop at Bryan’s place. A quick phone call from Bryan to Allison brings her to the airport with the laptop for an encore Adieu! Benefiting from Bryan’s experience, the group flies an almost direct line from Edenvale to Burlington (Ont.) through the “eye of the needle”, a VFR corridor just east of the Brampton Airport and clear of any Toronto ATC coordination. The second flight is to St. Catharines (Ont.) along the southern shore of Lake Ontario. From there, it is just a breeze to cross to the U.S. just north of the Niagara Falls and head towards the Niagara Falls International Airport, N.Y. The U.S. Customs Officers were very nice to us. Originally, they were suspicious as to why three guys would need three separate airplanes to go all at the same time to the exact same destination. • continued on next page

The boys about to enjoy a wonderful boat cruise with Colonel (Ret.) Ray “Razor” Hinely, USAF.

Over the South Carolina marshes with Steve Goerz in his Flightstar II.

From left: Claude, Patrick and Kevin at the Wright Brothers Memorial in Kitty Hawk, North Carolina.




At left: Patrick arriving over Hilton Head, South Carolina. Below: Warrant to have fun: the area’s Deputy Sheriff is handing over a surprise tourist package to each of the three Canadian flyers at Lay Lake, Alabama.

Deep South That is until they see the airplanes! Their comment is: “To Alabama in these things, you’re crazy!” The last flight of the day is across Lake Erie towards Dunkirk, N.Y., staying north and west from the Buffalo airspace. Once they land there, they get a taxi to a local hotel just in time for Happy Hour. Up to their room after a good meal, they spend time discussing about the weather and a possible diversion more towards the south, trying to stay away from some bad weather expected across their original path on Tuesday. Day 3, Monday, Sept. 17. Sunny with cloudy periods, 10/22 degrees, winds southwest 20G30 kms/hr. Already, the boys get into a morning routine of getting up at 6:30 a.m. to go to breakfast for 7 a.m. and into a taxi towards the airport by 8 a.m. It is a good first flight to Corry, PA. The second flight offers the possibility to bypass New Castle (PA) to go straight to Carrolton, OH. Patrick asks Claude: “Can you make it?” Claude replies: “Yes, with confidence, I can make it.”

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Claude’s aircraft consumes a bit more gas than the two other planes, mainly due to a lower pitch on his propeller and a smaller 14-gallon tank. Claude always is the first of the three planes to run out of gas. Which it does, right over the runway at Carrolton. Claude’s Challenger went 115 statute miles on 12 U.S. gallons. The landing itself is smooth and simple. • continued on next page

Joan Armstrong and her Harley.

Sly Pig’s Seaplane Base, on Lay Lake, Alabama. Patrick is already on firm grass and Kevin is making his way to the water ramp.

Carb repair.

Kevin is very happy to receive a replacement carburetor from Brian Melborn, owner of Kolb Aircraft Corp., in Chesnut Knolls, Kentucky.




Deep South â&#x20AC;˘ continued from previous page

Upon attempting to take off from Carrolton, Kevin finds his front cylinderâ&#x20AC;&#x2122;s carburetor casing is broken at the choke. A temporary fix is made until a more permanent fix can be made. The last flight of the day is to the Perry County Airport in New Lexington, OH. Thatâ&#x20AC;&#x2122;s when Claude discovers some issues with his front wheel bearings. Oh well, the bad weather coming from the west is upon them now, so tomorrow will be a maintenance day. Day 4, Tuesday, Sept. 18. Rainy, then clearing, 12/15 degrees C, winds northwest 40G60 kms/hr. When walking in the rain on Main Street, shopping for wheel bearings, the group is stopped by a lady employee of Richard Newlon, the local tire store owner who is also a pilot. She says Richard has heard of us and is looking for us. Richard apologizes for not finding us earlier and he gives them his courtesy car to use the two days they are stranded. Two separate runs to the airport are made to carry fuel and work on the machines. By suppertime the rain has stopped and the sky is clearing, but the winds are howling. It will be best to rest for the evening and depart only the next morning. As for the maintenance, Kevin beefs up the repair to the hole on his carburetor using gasket sealant while Patrick makes a call to David Cunningham, so he can order the right bearings and have them available when the boys get there. Day 5, Wednesday, Sept. 19. Sunny, 7/20 degrees C, winds north 5 kms/hr. Today is an early 6 a.m. rise and the flyers get to the airport shortly before 8 a.m. The first visitor is Mrs. Newlon with an offering of dry raisins and bottled water for everyone. Minutes later, Richard arrives and opens his hangar to fly his Mooney to a tire convention in Cleveland, OH. The boys thank him again

Sly Pigâ&#x20AC;&#x2122;s Seaplane Base is the picture-perfect place to tie down.

and, as he rolls down the runway, they get into their own airplanes for a departure towards Ashland, KY. It is a beautiful morning flight. Ashland is a nice airport situated on the river separating Pennsylvania and Kentucky. Plenty of curious people are there upon arrival to see these curious planes from Canada. The guys refuel and depart for Chesnut Knolls, KY. Chesnut Knolls is where the Kolb Aircraft factory is situated. Patrick is friends with the Kolb crew. The owner Brian Melborn is on site to give them a complete tour of the installations. Kevin happens to mention something about his broken carburetor casing and an old carburetor body soon appears from a storage box as if by magic! Kevin offers to pay but to not avail. The airport is aptly named. The grass field is situated on a knoll with deep ravines on each end of the runway. Because of heavy rain the previous days, the take off from Chesnut Knolls is marginal, due to a soggy field and long grass.

David Cunningham ready to fly with the Canadians.


off with


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All make it okay in the air and fly to Jacksboro, TN. Upon arrival just before 5 p.m., the airportâ&#x20AC;&#x2122;s assistant manager greets the group and provides a courtesy car to go to a nearby motel situated on Main Street with plenty of restaurants nearby. Tomorrow looks like a beautiful day, so the guys have a relaxed evening, for a change. Day 6, Thursday, Sept. 20. Cloudy and hazy with occasional sun, 10/26 degrees C, winds southwest 10 kms/hr. The group gets to the airport early and departs before anyone is there. The flight is a bit turbulent because of all the mountains along the path to Madisonville, TN. En route, they pass close by the Oak Ridge Nuclear Laboratories. They get airborne again and this next flight to Lafayette (GA) is cloudier and hazier than expected. Clouds force the group to fly as low as 1,000 feet AGL for a while.

After lunch downtown with a courtesy Jeep from one of the townâ&#x20AC;&#x2122;s employees, the guys launch for a last flight to Guntersville, Alabama. They are not even there yet when they hear on the air â&#x20AC;&#x153;Is that the Canadians?â&#x20AC;? That is Matt, Guntersvilleâ&#x20AC;&#x2122;s airport manager and he is waiting for the group. Once landed, he directs them to a specific hangar near the end of a taxiway. There, Colonel (USAF Retired) Ken Cobb welcomes the Canadians. Ken is a long-time friend of David Cunningham and he wants to meet these strange birds. Ken is quite a character and seems to own the place. He instructs Matt to have the airport courtesy car rolled right to his hangar for his Canadian friends. He then invites the group into his hangar, well equipped with a complete kitchen area with two full-size matched fridges, one of them full of beer. Many mementos and photographs adorn the walls of Kenâ&#x20AC;&#x2122;s hangar, providing a silent narrative to the exciting life Ken has led. An Aerodyne Searey and a Steen Skybolt, both ready to fly, take up floor space. Claude accepts a beer offer and stays with Ken on the palm-covered patio while Patrick and Kevin prefer to go and fly for about 30 minutes of local sightseeing. Life is good! Ken has reservations for the group in a nice downtown hotel. After a quick check-in, Kevin asks directions on how to get to Somewhere, a local restaurant with a waterside patio, where Ken and several of his friends are waiting to meet and greet with the Canadians. After downing shooters in glasses resembling pistols, the curious group thins out and the Canadians enjoy dinner with Ken and Ralph, a local friend and flyer who gets around in his own Diamond DA42 Twin Star.

Bruce Brown from St-Lazare, Quebec, gets a welcome warning.

â&#x20AC;˘ continued on next page

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At left: Kevin, Claude and Patrick at the Hilton Head Airport, South Carolina. Below: Claude plugs in another waypoint in the GPS.

Deep South Saying Au Revoir to their Americans friends, the three guys make it back to their hotel for the night. Tomorrow looks good, weather wise, for a single flight and a noontime arrival to their final destination, Sly Pig’s Seaplane Base on Lay Lake, AL. Day 7, Friday, Sept. 21. Mostly sunny, 13/31 degrees C, winds southwest 10-20 kms/hr. After an early rise and breakfast, all three fliers pile up in the car to be at the airport for coffee with Ken at 8:30 a.m. Matt, the airport manager, takes the Canadians with him to show them a hangar full of antique airplanes for disposal. If anyone is interested in acquiring a Stearman or a Waco, this is the place and time to do it. Wisely perhaps, the three Canadians decide to pass on this offer. They are more interested in getting to David’s place, only two hours away. So they salute Ken and Ralph once more, get in their planes and fly off to their next rendezvous. Not long after, Claude’s engine starts sputtering. He suspects condensation in the carburetors. Diverting to the Robins Airfield, Claude finds an RPM setting where his engine stays running smooth. From that point, he zigzags his way from field to field. At Pell City, AL, he intercepts the Coochie River leading to Lay Lake. Claude’s engine has now smoothed out and his companions follow him leisurely down current. Another Challenger piloted by Joe West was sent in their direction to hook up with them, but the guys do not meet due to communication issues. All three airplanes arrive at 12:30 and go up the ramp and park on beautiful grass by David’s residence. After a warm welcome and a walk to the hangar’s side patio, police car sirens are heard. A serious-looking policeman, all decked out with his uniform and gun belt, walks over to the assembly and asks, “Where are those Canadians who were flying around just minutes ago?” Then he serves all of them an individual “Warrant to have fun!” Unbeknownst to the arriving flyers, David’s neighbour is the actual Deputy Sheriff for the area and together they had concocted this little “fun” reception.

• continued from previous page

It worked, as thinking about the prison they just flew by, Kevin is ready to jump in the lake and swim to the other side while Patrick is willing to confess everything! It is a lazy afternoon, doing maintenance on the aircraft: plugs are changed; carburetors and air filters are cleaned. The motorcycles roll in around 5 p.m. Joan and Bruce are all smiles and happy to find all three airplanes sitting on David’s front lawn. Evening celebrations can proceed, starting with a Greek-inspired meal. Not too late in this warm night, everybody retires, quite tired from the day’s excitement. Day 8, Saturday, Sept. 22. Sunny, 13/26 degrees C, winds southwest 10-20 kms/hr. Another beautiful day greets the flyers. They all get up and meet around the kitchen for a lazy breakfast. Kevin gets to work on his broken carburetor with the one he received from Kolb. At 11 a.m., about 15 neighbours join in for a pulled pork BBQ lunch, all wearing little pins showing Canada-USA flags. What a nice touch! Later that afternoon Kevin declares he is ready for a test flight, but the engine is running rough, so Bruce, a master Challenger builder, drifts over and inspects Kevin’s carburetor job. After adjusting the length of all throttle and choke cables, the next ground run sounds very sweet. It is getting close to suppertime so, a group test flight is scheduled for tomorrow. For all

The evening ends with Patrick recounting his biggest fish story ever. Great weather is promised for tomorrow’s flight to the Gulf of Mexico.

A beautiful Challenger moment.

but Patrick, supper is in downtown Sylacauga at a nice restaurant called Marbles Grill. The return home is around 9:30 p.m. and they soon call it a day. Patrick rolls in around 1:00 a.m. after spending the entire evening “red-neck catfishing!” Day 9, Sunday, Sept. 23. Mostly sunny, 13/27 degrees, winds southwest 10-15 kms/hr. The friends meet with Lynn and David for breakfast. A group flight takes place around 10:30 a.m. For about an hour, David shows the group an enjoyable sightseeing tour of the area.

After an excellent lunch of buns and cold cuts, more work is done on the aircraft. Later, David gives the Canadians a full military-style briefing on what is to be expected for tomorrow’s flight to Ruckel, Florida. It seems the “Major” has met his match! More family members pull in to the door and a traditional Low Country Boil supper, made of steamed shrimp, sausage and vegetables, are served to everybody’s delight. Lo and behold, it is David’s birthday and the “Happy Birthday” sing-along is quite cheerful.

Day 10, Monday, Sept. 24. Mainly sunny, 16/28 degrees, winds northeast 10-15 kms/hr. No alarm clock is necessary. Everybody is up at 7:30 a.m. and the whole group is soon around the breakfast table. Following a heartfelt ‘Au revoir’, the motorcycle riders and the flyers are on their way home, via different means and ways by 10 a.m. After refuelling stops in Prattville and Andalusia, AL, plus military-style briefings at each stop, the flight of four Challengers lead by David enters Eglin Air Force Base airspace. The group is radar vectored to their destination. Ruckel (FL) is a private grass strip situated about five miles east of Eglin AFB. It is home to a local chapter of the Quiet Birdmen, including Ray “Razor” Hinely, USAF Ret., who is there to greet his guests. After the introductions, Razor takes the group for lunch to Benny’s BBQ, considered by many to be the very best place for ribs, with cooking contest trophies to prove it. Then he drives the group home to meet Bee, his lovely wife Bernice. The boys notice the citations on the wall that Razor has received from the President of the United States of America. Razor takes the boys outside and at the back side of the house is a canal where a three-deck cruiser boat is waiting. Razor, Sly Pig, Claude, Patrick and Kevin pile into the boat for a sunset cruise to Ray’s marina and his own oyster place, called LJ Schooner’s Dockside Bar. The evening goes merrily, followed by a return home and a table full of homemade pies prepared by Bee. Day 11, Tuesday, Sept. 25. Partly cloudy, 16/31 degrees C, winds southeast 10 kms/hr. The day starts sunny and beautiful. Razor brings everybody to the airport and he leads the flight out of Ruckel in his own Lake Buccaneer, with David as his co-pilot.

Kevin waiting for the fog to lift at Tunkhannock’s Sky Haven Airport.

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At left: Heading homeward. Below: Kevin flying over the Gulf of Mexico near Destin, Florida. Deep South adventure photos courtesy Joan Armstrong, Kevin Brown, Patrick Vinet, and Claude Roy

Day 13, Thursday, Sept. 27. Sunny, 18/31 degrees C, winds northeast, 10 kms/hr. All meet at 9 a.m. for a tour of Chris’ hangars and a special low-

All COPA Guides are available free to COPA members on the COPA website. Except where noted, they are available in three formats: HTML, Microsoft Word and Adobe Acrobat PDF format.

• continued from previous page

Day 12, Wednesday, Sept. 26. Mostly cloudy, 18/31 degrees C, winds northeast 10 kms/hr. The boys are up early, the engine repair on Claude’s aircraft is done by 10 a.m., but Claude has no starter capability for the rest of the trip. That’s no problem, as Claude is used to hand-propping Challengers. The first flight to Jessup (GA) goes without trouble. The second and last flight of the day to the Hilton Head (South Carolina) Airport also goes smoothly. Landing amongst private jets is not a problem: the arrival of the Emergency Response team is only out of curiosity. After fielding many questions, the group is chauffeured to the terminal building and met by Christos Grigoriou, another friend of Patrick’s. Given a car and escorted to a nearby hotel, the group meets again with Chris around suppertime at a nearby Irish pub for beer and fresh seafood. Before going back to the hotel, Chris invites the intrepid Canucks to a morning ride around Hilton Head in his fourseat Robinson R44 helicopter. What a way to end the day!

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Deep South In front of Razor’s marina, the three Challengers land in the Choctawhatchee Bay, wetting their floats in the Gulf of Mexico. From that point, they take the VFR East Beach Route to get away from Eglin AFB, bidding “Adieu” to their American friends who are now done with their “top cover” duties. The respective flights to TriCounty (FL) and Decatur, Georgia (GA) go smoothly, but on the next flight to Tifton (GA), Claude’s engine almost stops with funny noises. Seconds later, it comes back to life and Claude cautiously diverts to a grass strip Kevin had just spotted. After five minutes of tense monitoring while staying at 3,000 AGL, Claude’s engine is declared OK to continue towards Tifton and the Tift/ Myers Airport. After an uneventful landing and a close inspection, the GPL starter cover is found pushed out with indentations in it. Through the open gap in the cover, Claude can see loose ring gear teeth showing. After evaluating what might be involved with a repair, the group leaves everything as is and call it a day and go for a beer.

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level flight over Hilton Head and nearby islands. Patrick, who is in the front left seat, even gets to try his hand at flying the R44. Soon after, it is time to depart from Hilton Head. During the flight along the coast, the boys observe sea turtles and dolphins feeding on schools of baitfish, en route to Charleston (SC) to meet another friend of Patrick’s. John Mathews, owner of Carolina Ultralights, is there to greet the Canadians and all Challengers are put in his hangar for the night. Being an expert fisherman, John was out boating earlier with his wife Marcia to catch fresh shrimp and flounder. That’s what supper is at the hangar: a succulent fry of the freshest seafood. The boys spend the night in John’s investment property. Talk about being treated like royalty! Day 14, Friday, Sept. 28. Sunny, 18/29 degrees C, winds southwest, 10 kms/hr. Back at the airport after a great breakfast in town, John asks the group for a low flypass over the main runway. It is a good thing they do because Kevin finds some problem with his front carburetor: the carburetor bowl is empty! Also Kevin’s fuel filter has sand in it. With John’s help, the fuel filter is replaced and a new brass “T” junction is installed on the primer lines going to the carbs. Steve Goerz, another friend of Patrick’s, joins the trio for a short flight along the coastline in his Puddlejumper equipped Flightstar II. Steve reluctantly bids farewell and the boys continue to the Cape Fear Airport, near Oak Island (North Carolina) under the guidance of Myrtle Beach International ATC. Upon landing, Brian, a local instructor, lends them his pickup truck for lunch and gas into town. When the group returns, Gerry Baker, a local Challenger owner, is there to greet them, all excited by what he hears and sees. A second flight brings the flyers north to Wallace (NC)

where Claude and Patrick are made homesick by talking in French to a Canadian flying a crop duster. The third and last flight ends at Washington, NC. Again, a courtesy car is offered to them. The evening ends at the local Comfort Inn with a convenient beer and pizza place just across the road. Day 15, Saturday, Sept. 29. Cloudy, rainy, 18/22 degrees C, winds northeast 15 kms/hr. It is an early rise and after push starting and then boosting the courtesy car, the boys make it to the airport, trying to beat the bad weather which is expected along the path. They are airborne at 9 a.m., but it is marginal VFR with fog and mist. The initial climb towards Edenton (NC) stops at 1,000 feet AGL, against some clouds. Halfway there, the rain starts, so the boys decide to stop at the Plymouth (NC) Municipal Airport where they meet great people and are offered another courtesy car to meander their way to a downtown motel for the night. Day 16, Sunday, Sept. 30. Sunny with early morning fog, 13/24 degrees C, winds northeast 10-20 kms/hr. The guys are airborne at 9 a.m., on their way to First Flight Airport in Kitty Hawk, NC, where it all began. After an inflight photo opportunity around the Wright Brothers Memorial Monument, the landing is immediately followed by a visit of the Wright Brothers National Park and Museum. With the wind at their back the boys bypass Elizabeth City and arrive at Franklin (NC) where they meet a not-too-helpful airport operator. So the group refuels rapidly and flees away north to Williamsburg, VA. There, the reception is much friendlier. The group raises the interest of the airport’s private owner who helps the visitors with directions to town. Finally, it is a wonderful seafood supper in old historic Williamsburg. • continued on next page

COPA Guide to Getting Back into Flying - This guide is for people who used to fly and would like to get back into flying. It explains the requirements and gives an easy checklist to get you though the medical, recency and recurrency requirements along with much more useful information. COPA Guide To Estimating Aircraft Operating Costs (HTML format only) - This is an aircraft operating cost estimating program. Just plug in the numbers and the program works out your aircraft costs per year and per hour. Requires Microsoft Excel to operate. COPA Guide to Private Aerodromes - Completely revised with more information on Federal Jurisdiction! This guide will assist COPA members in developing their own private aerodrome including dealing with municipal and provincial governments. This guide also links to many key federal jurisdiction court cases, all in PDF format. COPA Guide to Public Airports - Cited by Canadian airport experts as one of the best sources of airport information available in Canada! This guide was written as a result of numerous requests by airport managers and municipal officials for guidance material on how the most successful public airports are run. The guide includes information gathered from those that run the country’s most successful airports about landing fees, airport governance structure, tax applications and much more. This COPA Guide is publicly available and is not “members only”. COPA Guide to Enforcement - This is a COPA guide to assist you when you find yourself the subject of a Transport Canada enforcement action, including what to expect, how the system works and how to deal with the investigation process and TATC (formerly CAT) appeal, if necessary. The guide deals with “loss of medical” appeals too. COPA Guide to Dealing with Aircraft Accidents - This guide has been written by renowned aviation writer Garth Wallace to give information to pilots about the practical and psychological aspects of aircraft accidents. It is a wonderful guide for COPA Flights, local clubs and communities to use for accident planning - read it before there is an accident! COPA Guide to Certified Aircraft - This is the world of traditional factory built aircraft that are certified to government standards – Cessna, Piper, Beechcraft and other well known brands. Certified aircraft make up the majority of aircraft flying in Canada today! This guide will take you through some of the key things to know about certified aircraft including aircraft certification, STCs, LSTCs, ADs, annual inspections, “out-of-phase” maintenance items and more! COPA Guide to the Owner-Maintenance Category - This guide explains the background and regulations governing the Owner-Maintenance Aircraft Category. It includes everything you need to know to put an aircraft in the O-M category. COPA Guide to Ultralights - An introduction to ultralight aircraft for both new pilots and experienced non-ultralight pilots! The guide includes sections on what ultralight airplanes are, which licences are required, regulations and operating cost reports on some typical ultralights to give a flavour for owning and flying these aircraft. There is also data on ultralight safety and answers to many questions about ultralights. COPA Guide to Amateur-Builts - This guide is designed as an introduction to amateur-built aircraft of all types. It takes the pilot new to amateur-builts through the whole spectrum of aircraft in this category, including airplanes, helicopters, gyroplanes, balloons, airships, gyrogliders and lots more. This Guide is designed to give you the background information that you will need to get involved in amateur-built aircraft, whether you are planning to design your own plane, build from plans, build a kit or buy a used amateur-built aircraft. It covers some of the pitfalls, regulations and choices available. It is designed to get you started! COPA Guide to the Limited Class - Welcome to the fascinating world of ex-military warbirds, Soviet Bloc transports, jet trainers, military liaison aircraft, non-certified sailplanes from exotic parts of the world and many more unusual types of aircraft – the uniquely Canadian “limited class.” This Guide will walk the pilot or prospective owner of one of these aircraft through the new Canadian rules, covering the advantages and the pitfalls found in this diverse group of aircraft. COPA Guide to COPA For Kids - This guide is designed for COPA Flights and COPA members who wish to fly young people. COPA For Kids aviation program provides free of charge a motivational aviation experience, initiating young people to the science of flight. This COPA Guide will provide just about everything you need to know to get started flying young people in your area. COPA Guide to Gliding - Welcome to the wonderful world of flying without powerplants, This guide - externally written for COPA by the Soaring Association of Canada, covers all aspects of gliding and soaring in Canada.

The COPA Guides can all be found in the “Members Only” section of the COPA website. To order any of these COPA Guides in hard copy format, contact COPA at

Tel.: 613-236-4901; Fax: 613-236-8646; E-mail:




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My criteria for declaring an emergency Too many of us are still not making use of all the services available to us. Crash, Fire, Rescue is one of them. I have heard from many pilots at various flying clubs that there is too much paperwork involved with declaring an emergency. This is simply not true. There is no paperwork. I have had to declare an emergency more than a few times in my 43 year career. I have only once had to write something about my reasons, and that was many years ago because an unhappy Air Canada pilot demanded written notification as why he had to perform a missed approach because of me. The Tower Controller apologized to me and asked me to write up my reason for declaring an emergency to appease the other pilot. In all other cases of declaring an emergency involving myself and anyone else that I know of, nothing in writing was required. In all of my cases, one of the Crash, Fire, Rescue personnel asked for a verbal explanation, then shook my hand and said he was glad all

on board were safe. They would much rather chase an aircraft down the runway and follow it to the ramp with a happy outcome than to be washing the fire truck when disaster strikes. Maybe some of us are just too macho to admit we may need assistance. I have heard of more than one twin engine aircraft crew member call in and say that they had an engine out but did not declare an emergency. When prompted by the Tower Controller as to whether they would like the emergency vehicles to respond, they said no, it was not necessary. In one of those cases, the Tower Controller had the emergency vehicles respond anyway. We were all given a graphic reminder

on the West Coast recently when a King the injuries would have been less seriAir 100 returned to Vancouver with an ous. unexplained problem. The crew did not I sympathize with the emergency declare an emergency. They lost control personnel at the Vancouver Internationof the aircraft on short final al Airport. They arrived and crashed onto a street in much later than would have Richmond just outside the liked too and probably felt airport fence. helpless. Motorists and other witMy criteria for declaring nesses on the street peran emergency is if it even formed admirably, rescuing crosses my mind whether I the passengers and the First should or if I should not, I Officer from the burning airmake the declaration. You craft. The Captain could not need not say Mayday, Mayby Dale Nielsen be removed from his seat day, Mayday if you feel that and died in the aircraft. The is too dramatic. Words like First Officer died later in “I would like to declare an hospital. All of the passenemergency” or “I would like gers survived with injuries. the emergency vehicles We will never know standing by” will do. what the outcome would Good airmanship means have been if the emergency using all of the services crews had been at the butavailable for the safe conton of the runway and ready for action. duct of a flight. The suppression of the fire would have Happy and safe flying to all of you. been almost immediate and possibly Dale Nielsen is an ex-Armed Forces pilot and aerial photography pilot. He lives in Abbotsford, B.C., and currently Got an aviation safety story to tell? Dale Nielsen would like to hear from manages a small airline and teaches pilots who have educational aviation experiences to relate. Excerpts from part-time for a local aviation/university these stories will be used in upcoming safety articles. Dale can be contactprogram. Nielsen is also the author of ed via e-mail: seven flight training manuals published by Canuck West Holdings.

“Maybe some of us are just too macho to admit we may need assistance.”

Deep South Day 17, Monday, Oct. 1. Mostly cloudy, 15/24 degrees C, winds west 5-10 kms/hr. The weather and the winds are favourable for an eastbound flight across the Chesapeake Bay and over 20 miles of salt water. Once across, the boys fly to Salisbury, Maryland, then to the Summit Airport in Middletown, Delaware. After refuelling, Claude’s aircraft gets flooded and it takes the better part of an hour to get it going again. In the grand scheme of things this has little consequence as the destination for the day is Smoketown, PA, just one flight away. On arrival at the airport, they are given another courtesy car to drive their way to a good hotel and a good meal. The weather for tomorrow looks bad and the Pennsylvania Mountains loom ahead, so the guys mentally prepare for a restful no-fly day. Day 18-19 Oct. 2-3. Low clouds and rain. Under dark skies and torrential rain the day is spent visiting the town and shopping around for engine oil, spark plugs and a new aircraft battery for Kevin. A late supper and a lazy evening follow with hopes of better weather tomorrow. The next day isn’t any better. Although the sky starts clearing after 3 p.m., it is too late in the day to attack the mountains. As the boys watch hot air balloons launch into the calm evening air, the decision is made to stay one more night. The evening is spent watching the first U.S. Presidential debate.

Chock to chock

• continued from previous page

Day 20, Thursday, Oct. 4. Low clouds, 18/24 degrees C, winds northwest 10 kms/hr. The weather finally clears late in the afternoon with a cold front chasing all that moisture hanging over the mountains. The boys only have time for one flight, so they depart for Tunkhannock, PA. Again, Patrick has a friend, Charlie Gay, who specializes in the restoration of old Stinson aircraft. Upon landing, Patrick spots Mr. Gray Sr. who lends the group a pickup truck to go to town and get settled. Later, Charlie is able to come and join them for supper. Fog is expected in the morning, so a meeting is arranged at the airport for 9 a.m. to visit the shops. A “good night” split is executed and all go to bed early, in anticipation of a big flying day tomorrow. Day 21, Friday, Oct. 5. Partly cloudy, 13/20 degrees C, winds west 20 gusting 40 kms/hour. Tunkhannock’s Sky Haven Airport is situated along a river at the edge of town and fog is thick as expected. Looking at the sky situation, Charlie says: “You will be able to take off at 10 a.m.” So he gives the guys a quick tour of the family business, where a selection of Stinson aircraft wait for repair or restoration. At 10 a.m., yes, the skies have opened and a flight into Cortland (NY) is put into motion. With ground speeds reaching 86 mph, the guys agree that a passage to Canada is feasible that same day. At Cortland, Canadian Customs are called

Claude arrives back home.

for a late afternoon arrival in Kingston, Ont. The second flight to Watertown (NY) follows without a hitch. Once on the ground, the flyers have time to do their international flight plan across the border. In due time, they get airborne and fly a direct path over Wolf Island towards Kingston. It is a good landing on Runway 25 in Kingston. There is no Customs Officer to greet them, so the boys call back Customs and receive an individual clearance number, which they write down in their own logbook. The wind is so strong that even with the planes sitting back on their floats, they are pushed along the pavement. Luckily, the wind is straight down the runway. For Claude and Patrick, it is a quick tail-wind flight to Smiths Falls (ON) while Kevin decides

to make it to Peterborough for the night. At Smiths Falls, Patrick refuels, and minutes later, sets out towards homeport in Mont-Tremblant with a huge tailwind and 96 mph ground speed. Patrick makes it home at 7 p.m. with barely any daylight left. As for Claude, the word is out that he’s just about to arrive home in Carleton Place. A fourperson reception committee is on site. This provides a joyful moment and a perfect closure to a great adventure. The winds that propelled Claude and Patrick home slowed down Kevin’s pace to a crawl. His slowest ground speed is 24 mph while flying over Blue Mountain.

Conclusion Except for Kevin who had to fly one extra day (an extra 262

miles and 7.5 flying hours) to and from home, the group adventure covered a total of 3,200 miles (5,120 kms) in 21 days for a total of 65.1 hours of engine time and an average speed of 49 miles/hour (79 kms/hr.). All participants made it home safely. If this story has piqued your interest and made you curious about where next year’s Challenger float flying adventure will lead, imagine this: 2013 marks 30 years of Challenger production and the company is throwing a big party in Moline, Illinois! We gotta be there! Finally, we shall leave you with one last thought: if you dream or long of flying, ultralights are the most affordable way to get into the magic world of flying. And magic there is. So what is stopping you?




YouTube videos being utilised as teaching aids Individuals and a number of well-funded institutions with experienced, professional staff have entered into the field of producing aviation-related videos covering various aspects of aviation and have made these resources available at no cost via YouTube. Instructors, pilots and pilotsin-training are beginning to incorporate and use these materials in their ground school, flight training programs, and ongoing learning with excellent results. Many of the videos available for free via YouTube are one-off adventures highlighting particular events or moments; some are well researched, well-orchestrated materials specific to training. Both of these types of materials can be very useful to pilots, pilots-in-training and instructors. Many pilots continue to be interested in improving their skills and knowledge but may not be able or willing to target personal funding to avail themselves of additional training materials which can represent considerable investment. Most small flight training units do not have the resources, personnel or funding to produce training materials of the quality and depth now available for free on the internet. The production and availability of these materials can be of tremendous benefit to the aviation training community and individual aviators by making high quality training materials available to anyone with a basic computer and access to the internet. In aviation, it is extremely difficult to know too much. Talking advantage of the wisdom and experience of others is an excellent plan, regardless of where on the learning progress continuum we may find ourselves. One excellent example of a one-off production is a video filmed by the passengers of a beautifully restored Stinson 108 attempting a high density altitude takeoff resulting in a subsequent crash. It is a unique, firsthand account of an accident filmed from the cockpit. No doubt the intention of the videographers was not to film the sequence of events leading up to and progressing through the accident and its aftermath, but that is what was achieved. The video provides an outstanding learning/teaching aid for exploring the challenges of high density altitude operations and the inherent risks involved.

It is also an excellent, “set-the- decision making, SOPs, and the stage” teaching aid to kick off a importance of appreciating the discussion and exploration of the concept of accelerate stop dispilot decision making process, tance and risk mitigation will also be included in the importance of the lead up to viewincorporating SOPs ing the film. into our practice, and From the Once students flying techniques have a basic underrequired to mitigate standing of density risk in potentially altitude and its difficult situations. effects on aircraft In this particular performance, pilot case, for example, by Alexander decision making failure to properly models, and risk mitlean the engine to Burton igation based on a achieve full power on reasonable undertakeoff was, most standing of aircraft likely, a contributing performance in varifactor to the end ous conditions, I will result, as was the show the film as a failure to establish a good starter for disgo/no go point prior cussion and exploto initiating the takeration. off roll. I find giving students an To view the video, visit: opportunity to see, as though they were sitting in the cockpit v=yDu0jYiz-v8 I have made use of this little of the aeroplane, the full video in both private and com- sequence of the accident promercial ground schools with vides an excellent motivation to, excellent results. The video pro- “dig in” and analyze the various vides a rare, “you are there”, factors leading to the accident view of the events: the difficul- and to focus on how such events ties experienced by the pilot on may be prevented. Pilots, even those with contakeoff, the failure to achieve altitude, and the subsequent siderable experience, can also make good use of these types of crash in rising terrain. materials to review and extend their knowledge base by benefitting from the experiences of others. Asking the questions about how and why this happened, what could have been done differently to prevent an unwanted outcome, and how I might apply this knowledge to my own practice can be a very helpful learning experience. On a broader scale, there are a number of excellent video series productions, available on YouTube, created specifically for flight training. As examples, I have found the materials pro— Gail Goodwin duced by the University of North Dakota aviation program and, the series produced by Mr. Ray Preston, former Chief Flight Instructor at Selkirk College, Prior to showing the film, I very useful. The University of North will normally have covered the basic groundwork of defining Dakota is one of the leading uniand calculating density altitude, versity aviation programs in exploring the takeoff and per- North America. They have creatformance charts and tables pro- ed a series of training videos vided in the aircraft POH, and which are well organized, well working through various exam- presented and very useful both ple problems involving aircraft for training and for increasing performance from various air- pilot knowledge. While some of ports and aerodromes for which the references in this series of information is available to the excellent videos are specific to the UND training program and students. A discussion regarding pilot UND SOPs, I highly recommend

training seat

“Good teaching is one-fourth preparation and three-fourths theatre.”

Rockcliffe Flying Club

an exploration of these materials to pilots, pilots-in-training, and instructors. I use a variety of these materials both in ground school and for flight training and believe they have been extremely helpful both for pilots-in-training and for me as an instructor. The topics covered in this series extend from ab initio through advanced training. To explore thesevideos, visit: ndaerocast?feature=watch For instructors and pilots interested in anything from executing normal landings, dealing with wake turbulence or successfully completing an ILS approach, these videos can be an excellent resource. Mr. Ray Preston, former Chief Flight Instructor at Selkirk College, has produced a series of videos designed specifically to help teach initial instrument rating candidates the theory and procedures of using GPS to execute that difficult manoeuvre, the hold. The videos take a detailed and in-depth look at using GPS to facilitate hold entry and maintenance of a successful hold, including compensating for various wind conditions. For students in the process of learning instrument procedures, pilots wanting to extend their knowledge, and instructors involved in teaching these sometimes complex procedures, this series of videos is an outstanding resource. To explore these videos, visit: v=4H7QcWCDIzQ

These examples do not in any fashion represent the totality of the resources available; I encourage pilots, pilots-in-training, and instructors to investigate the wide variety of available materials that may be useful and helpful to their specific purposes. The availability of valuable and free materials that can be used to enhance and personalize a learning environment and program with very positive results is growing. While the materials themselves do not provide a full learning environment, incorporating them as part of a lesson, review, or an opportunity to see how someone else has, as they say, skinned this particular cat can assist by providing an experiential and personalized component. It may not be quite as effective as actually having an experience, but it may allow us, as instructors, pilots-in-training and licensed pilots to come much closer to achieving, in a classroom environment or the comfort of our own homes, a very positive and productive learning environment.

Alexander Burton is a Class I Instructor, Pilot Examiner and a regular contributor to several aviation publications both in Canada and in the USA. He is currently Base Manager for Selair Pilots’ Association in cooperation with Selkirk College, operating their satellite base in beautiful Abbotsford, BC (CYXX). He can be contacted at:

For those of you who have enjoyed reading Alexander Burton’s articles over the years, a two-volume collection entitled Flight and Flying is available through Amazon Books for Amazon Kindle. Volume 1 focuses on the Theory of Flight, Flight Manoeuvres, Flight Instruction, Human Factors, and Aviation Safety. Volume 2 focuses on Flight Operations, Takeoff and Landing Considerations, and Old School VFR Navigation.

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Growing COPA membership my top goal for 2013 Twenty-twelve was a great brance Day) students and young year and I had a chance to visit people were present and in some COPA and aviation events from cases they and their instructors Atlin to Ontario and many places were being formally recognized. In other cases like the COPA throughout B.C. and even a coufor Kids, November 11th, BCAC ple in the Yukon. I would have liked to have and ATAC the students were also visited even more sites, but alas gaining experience as volunteers you can only fit in so many vis- at these events. The British Columbia Instiits in the time available. Next year I am going to try tute of Technology (BCIT) and and focus on some of the places the Air Cadets are particularly and events in B.C. that I wasn’t good at providing volunteers for able to attend this year. This is these events. It was also good to my number one challenge in see some of the instructors that 2013. However, the challenge dedicate their careers to training that I would like to focus on is the next generation being recogone that was adopted at the nized. Pat Kennedy, Chief Operating recent COPA Directors meeting held in Ottawa at the end of Officer of the Pacific flying club, October and that is: “to attract was recognized at the ATAC more members and in particular AGM for her work and dedicamore young people to join tion to the flying training sector. Lynne Denison Foster was recCOPA.” As I travel to all the various ognized, by BCAC, for her long aviation functions, COPA Flights term work as a BCIT Aviation Lynne Denison Foster, BCIT Aviation Programs Instructor, receives BCAC’s 2012 Lifetime Achievement Award from BCAC board chairman, and flying clubs, the factor that Program Instructor. Photo courtesy Jim Jorgensen Without dedicated leaders Mark Duncan. stands out the most is the gray like Pat and Lynne in haired (or like my the training sector, talk to these young folks about and future aviation managers. shiny head) demowe really would be in your passion in aviation, and While you are at it, how about graphic of the aging trouble. One of the pass it on. Bring your sons, recruiting existing enthusiasts to pilot/AME populatraining realities is daughters, grandsons, grand- the ranks of COPA? With about tion. We have many that in many cases daughters and neighbours to the 18,000 members COPA repreenthusiastic memsents about 40 to 45 percent of the majority of the airport or to aviation functions. bers and volunteers, Take them for a ride. Join a the pilot population in Canada. students are from but too few of them In the U.S., AOPA represents other countries and COPA Flight and get the memare in the under thirwhile this brings in bers to participate by contacting about 70 percent of their pilot ty or even forty years foreign revenue and the local school authorities and population. How about bringing of age range. by Tim Cole provides Canada offer to give presentations at the the COPA ratio up to what it is in All you have to do the U.S.? with the reputation as classroom level. is pick up any flying There are always pressures on I watched at one recent dinner being a world leader magazine or aviation in the aviation train- function where a group of stu- the aviation sector and as the trade paper and you ing field, most of dents were segregated off to a largest aviation body in Canada; are sure to find an these students return table on their own and when I COPA needs the strength in article about the to their home coun- approached them they gathered numbers in the quest to maintain looming pilot and tries and Canada still around. The level of enthusiasm, our Freedom to Fly. You, can AME shortage. We, has a shortfall of new because I took the time to speak help too! at the grassroots, are at the right place and the right talent coming into the Canadian with them, was really encouraging. Fuel prices and landing fees time to start helping to correct aviation scene. Your experience, passion for As a result of my comments What can we do about it? The this situation. aviation, and knowledge is in the November COPA Flight, I The COPA for Kids program short answer is participate. How? By being innovative invaluable to generate interest received the following comis a good start, but it is only a drop in the bucket of what is and whenever you get a chance, for new aviators, maintainers, ments from COPA member Jim Tiviotdale: needed and needed now. Hi Tim, I just received the Some of the recent functions November issue of COPA Flight. that I have attended are: COPA I am based out of Terrace for Kids; B.C, Aviation Coun(CYXT) and fly for CASARA cil’s (BCAC) Airport Seminar for the Northwest Zone. It was and Awards Banquet; Air Transinteresting to see your comments port Association of Canada regarding fuel prices in Fort Nel(ATAC) AGM; Quarter of a Censon. For our area that would be a tury in Aviation Club (QCAC) real bargain. Fuel prices this past meetings; November 11th Ceresummer in Terrace and Smithers monies at Delta Heritage Air ranged between $2.21 and Park; Canadian Business Air$2.24/litre. As well, Smithers craft Association (CBAA) YVR imposes a landing fee of $17.72. chapter meetings; Aero Club of I regularly fly western CanaB.C. (COPA Flight 16); Boundda, Alaska, the Lower U.S. and ary Bay Flying Club (COPA last week Hawaii, and (with the Flight 5); Langley Aero Club exception of Bella Bella) Terrace (COPA Flight 175), Pacific Airand Smithers have by far the craft Maintenance Engineer’s most expensive fuel. Please feel Association (PAMEA); & Navfree to pass this info on to other Canada update/consultation COPA/AOPA members. meetings. There is a glimmer of hope in Commercial Pilot Sean Simon (right), BCIT aviation student and COPA that at some of these meetings, volunteer, receives $2,000 scholarship from BCAC director Gregg Rafter Nav Canada news Nav Canada has been provid(particularly at BCAC, ATAC, at the BCAC Silver Wings Awards Banquet held at YVR on Oct. 25, 2012. ing updates and some of their COPA For Kids and RememPhoto courtesy Jim Jorgensen

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interesting news and planned changes for 2013 are as follows: 1. Look for format changes to the Canada Air Pilot & the Canada Flight Supplement commencing in June. 2. The formation of a joint VFR working group for the B.C. Lower Mainland. 3. The installation of Multilateration, (MLAT ground based surveillance based on aircraft transponder) in the Kelowna and Eastern Fraser Valley. For instance this will provide ATS with radar like service down to ground level as far east as Chilliwack and Hope. 4. VFR codes are now available from the Kamloops Flight Information Centre at 1-866541-4101 and 1-866-992-7433. Nav Canada has been working on internal processes to streamline the process and avoid waiting times. 5. Watch for an Aeronautical Information Circular (AIC) that is to be issued soon, announcing the withdrawal of Pilot Information Kiosks (PIK) at most existing sites. They will remain in some locations that do not have access to wireless telecommunication facilities.

Congratulations and thanks Congratulations to 17-yearold Jake Schweers of Langley who just earned his private pilot’s licence and took his grandfather up for a ride as his first passenger. Congratulations to Sonci “Sonic” Chang who was elected to lead COPA Flight 16, the Aero Club of B.C. at their annual general meeting held in November. Sonic is a student at Simon Fraser University and heads the SFU Flying Club. He is also a private pilot and working on his commercial licence with Pacific Rim Aviation at Pitt Meadows. Congratulations to all the award winners at the B.C. Aviation Council’s (BCAC) October 25th, Silver Wings Awards Banquet, held at the YVR South Terminal. This event followed a day-long BCAC workshop entitled “The Future of Airport Infrastructure.” Thanks to the Canadian Museum of Flight, located at the Langley Airport, for hosting the October 10th Langley Aero Club / COPA Flight 175 “Octoberfest,” and again providing a venue for the LAC AGM on November 21st. Thanks to John Macready of RAA Chapter 85 and the folks at the Delta Heritage Airpark for once again organizing and holding a meaningful and memorable Remembrance Day Ceremony on November 11th. • continued on next page


or hangarhouse now or buy any lot! The equestrian centre is now open! We finance!


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Royal Canadian Air Cadets of 655 Squadron from Richmond, B.C. provide an Honour Guard for Remembrance Day at Delta’s Heritage Airpark. Photo courtesy Tim Cole

Plane talk As always “The Mary” and her crew provided a warm bowl of soup and a bun following the ceremony. Thanks to the Langley Aero Club, COPA Flight 175, for their warm reception and recognizing my efforts with COPA at their AGM. Thanks to Nav Canada, and Heather Bell the General Manager of the Vancouver Flight Information Region for hosting the Area Operations Consultation Meeting (AOCM) at the Vancouver ACC on November 22nd. There was also a presentation of Nav Canada updates at the

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ATAC convention held on November 14th at the Westin Bayshore in Vancouver.

PAMEA January 16 to 19 Private aircraft owners, operators, renters and pilots should plan to attend the Pacific Aircraft Maintenance Engineers Association 30th Annual Symposium and Trade-show that will be held at the Sheraton Vancouver Airport Hotel, located at 7551 Westminster Highway, Richmond, B.C. This year PAMEA is partnering with COPA to provide information and forums that will focus on private aircraft opera-

tion/ownership and the associated maintenance, legal and liability requirements. This is a great opportunity to get updated information from professional AMOs, (including manufacturers, airframe, engine, propeller and avionics), Transport Canada, TSB, legal and insurance companies. COPA’s President and CEO, Kevin Psutka, will be the guest speaker at the Thursday night banquet and he will also participate on a PAMEA forum on Saturday the 19th. There is a long list of presenters targeting private aircraft ownership and maintenance,

Canada’s newest private pilot, 17-year-old Jake Schweers, recently took up his grandfather as his first passenger at Langley, B.C. Photo courtesy Angela Schweers

including Robert Horne of Cessna on aging aircraft, Rick Church of Langley Aero Structures, and Chris Georgas of Pacific Rim Aviation. The PAMEA website, and more information, can be found at Come on out and join us. Have a Happy and Prosperous 2013, Fly Lots & Fly Safe! May you have: “Tight Floats & Tailwinds”

Folks, please send me your B.C. and Yukon news and I’ll make sure it’s published. Send your information and requests to: or 604-299-0806 or cell 604-8330226.

Tim Cole is a COPA Director for B.C. and the Yukon and COPA’s Treasurer.

Before building an aircraft, give yourself a reality check Hope you enjoyed a Merry Christmas and that the New Year of 2013 will be a good one for you and your aviation endeavours. Perhaps one of your New Year’s Resolutions is to construct your own aircraft. Many factors come into play before you actually begin the project or even decide which aircraft you wish to build. One of the big questions is – do you have the space? A twocar garage, without the cars and other assorted goodies, with good lighting and heated for winter work, is ideal. Aircraft have been built in basements, one-car garages, home workshops, and even in a living room temporarily used as a workshop. This was the case with a fellow in Winnipeg who constructed his Emeraude in the living room of the home in which his wife and family were living. Now that was an understanding and supportive family. One other different situation was a fellow in Moose Jaw who built a Jurca Sirocco on the second floor of a two-story house. The Sirocco is an all-wood design with a one-piece spar the full length of the wing. It was built down the length of the upper hallway. When completed the window at the end of the hallway was removed and the wing lowered very carefully to the ground. The fuselage was built with the front end in one of the bedrooms and

the tail end through an adjoining door into another bedroom. Does this sound familiar, Slim? Consider the feelings of your wife and family. Some projects have been very successful because the family was part of the solution, not the problem. Some projects have been abandoned when the marriage ended in divorce with legal fees and divorce settlements taking the money that by was intended for the Rem aircraft project. This Walker can turn into a bad dream for the original builder. However, it can be a good deal for the fellow who can purchase the project at a bargain price because the original builder just wants to get rid of it. If you plan to build an airplane give yourself a reality check, discuss it with your family because they might not see much of you for a few years. Consider those in the military or other occupation that requires frequent moves. It is tough to build an airplane in your garage if you are changing garages every few years. A builder with the Canadian Armed Forces was moved around the Prairies then to Greenwood, Nova Scotia then on to Southport, Manitoba crating and shipping his VP-1 for each move.

Several basements have been “remodeled” to enable the aircraft built inside the concrete walls to see the light of day. For a few years in the mid-1960s some fellows were getting very handy with concrete-busting jackhammers. An Emeraude in Moose Jaw in the spring of 1965. An Emeraude in Regina in the fall of 1966 and the spring of 1967 saw the “birth” of a Cavalier in Regina. To help you along the way you may ask for a nocost copy of the Handbook which will give you a pretty good idea of the regs, inspections, hints, etc., as they apply to AmateurBuilt Aircraft. The Handbook is provided by the Experimental Aircraft Association Canadian Council, at no cost, including postage. You may write to; Rem Walker, 2348 Garnet Street, Regina, Saskatchewan, S4T 3A2 Tel:306-352-6442 or Fax: 306565-0694.

Rem’s report

Rem Walker learned to fly in 1946. His first project was a Jodel D-9 CF-PFB started in 1958 and flying in 1963. Most recent completion is a joint project with Bob Meyer, a 1929 Gipsy Moth completed and flown in 2005.

Airshow Review 2012 is an 80-page soft-cover book featuring Eric’s best images from the 2012 airshow season

Available at




At left: 99s on Pelee Island with most southernly Compass Rose in Canada.

Notes from the

Ninety Nines Ninety Nines Gold Cup rally and flour bombing fun for all By Robin Hadfield It was a wet Saturday on Sept. 15, 2012, as 14 women flew to the starting airport at Edenvale, Ontario, to participate in the 99s annual Gold Cup Air Rally which was scheduled this year from Edenvale to Leamington, Ontario. Due to a late start caused by the morning fog and rain, the course was reduced 160 NM and 16 checkpoints; fuel and time estimation; and a spot landing competition. The organizers, Robin Hadfield and Mary Norman from the First Canadian Chapter of the 99s, arranged for a delicious breakfast in a hangar at Edenvale. After the pilot briefing the teams were allowed 60 minutes for flight planning. By 11:00 a.m., the rain stopped, the skies started clearing, each plane was given its departure slot, and Mary Norman signaled each plane with a flag for their timed takeoff/ start. Flying a route over the Niagara Escarpment and across southern Ontario the pilots answered questions overhead each checkpoint. On arrival at Leamington each pilot was scored on a spot landing, finish time and fuel checks. It was a great surprise to see another nine 99’s, who joined us at Leamington for the short flight to Pelee Island, Canada’s most southern location. We enjoyed the awards banquet at a local restaurant. The trophies and awards were presented at Janet Chesterfield’s “white” house on the Island, from where

Rally winners Ravi Tolton and Sophie Veilleux. Akky Mansikka, bomber, and Mary Norman, pilot.

we were able to enjoy a most spectacular sunset. The winner of the Spot Landing trophy was Susan Begg from Ottawa’s Eastern Ontario Chapter. The winning team of the Gold Cup Air Rally trophy was a pair of first time participants who had never flown together before the rally — Sophie Veilleux and Ravi Tolton, also from the Eastern Ontario Chapter. On Sunday morning the sun was shining with barely a breeze and all the 99’s were ready to compete in the Maple Leaf Chapter’s ‘Flour Bombing’ competition. Many others joined the 99s from near and far, as the flour bombing competition was open to all pilots. No more than three planes in

the circuit, flying no lower than 300 feet AGL to drop our fivepound-flour bags purchased for $10 each by pilots and wouldbe-bombers. Most “bombs” unfortunately were dropped in the local fields never to be seen again. The closest drop to the target was flown by Mary Norman and dropped by Akky Mansikka. These winners received life jackets, which seemed very fitting as Mary flies a floatplane and Akky races dragonboats. As well as everyone having lots of fun, the Maple leaf Chapter also was able to raise some funds for their causes. The two events created a great weekend, filled with fun flying, seeing old and making new friends!

Spot landing champion Susan Begg from Ottawa.

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General aviation to ult By Scott Knowlton


y previous article ended at the completion of my Challenger training leaving me with the lingering question of whether ultralight flying would be able to replace general aviation as my chosen way to scratch my “flying itch.” My aircraft partner, Kirk’s and my enthusiasm to complete our own Challenger project became intense after our experience of being trained by Claude Roy. To this end, we worked feverishly to fabric cover our fuselage, paint the frame with multiple applications of poly-sprays and poly-tones and finish the long list of engine installation, plumbing, wiring, wheels and brakes. Finally, our machine was ready to load up and move to the airfield for final assembly. I should note here that having an aircraft partner who also owns a trucking business is of great advantage at times like these. We attracted the gawks and stares of many of Kirk’s neighbors as we extracted our white and yellow machine from his garage and hoisted her now much heavier fuselage into the back of one of Kirk’s company trucks. I think Kirk had been taking special pride over the months of our building showing off our Challenger to his often skeptical friends and neighbors and in fact appeared rather sad that this phase of the project was coming to an end. I assured him, much to his wife’s dismay,

that we’d probably fill his shop wi another project soon enough! The owners of our airport welcome us with our new machine as we unloade the wings, tailgroup, fuselage and th many other parts that would make up ou finished Challenger. Over the next fe weeks we re-assembled the aircraf installed the windshield and ticked o the list of items required in preparatio for our “Fit for Flight” inspection by factory designated representative. Th inspection would be the key element o registering our machine as an Advance Ultralight.

Part III

The requirement made sense to me th any supplier of an ultralight kit shou wish to see firsthand a builder’s wor adherence to the construction manual an general airworthiness of the complete aircraft prior to endorsing its fitness f flight to the Minister of Transport. Bill Bryon, a true gentleman and frien to aviation showed up along with his ver kind and patient wife for the task wi clipboard, flashlight and briefcase hand. I soon found Bill to be a kindre spirit and was immediately taken by h obvious passion for not only the sport ultralight flying but also the constructio and mechanical end of the business. Any pre-conceived beliefs I held th this inspection was a simple regulator cash-grab vanished as Bill spent most his time at the field showing me areas o




Pictured, clockwise, from far left: Kirk in the Challenger. Challenger fuselage on a “spit”. Kirk on a warm, pleasant fall afternoon. Scott in his hazmat gear for the Challenger paint job. Paint and chemicals mixing table.

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our machine to be especially careful about as well as repair techniques to make necessary routine maintenance easier. After four hours of very close inspection and a few minor items requiring rectifying, Bill pronounced C-IJXQ fit! We were stoked! We packaged up our application paperwork for Transport Canada and shipped it off for final approval. Knowing these things often take several weeks, we busied ourselves with tidying up our hangar after the build, breaking in the little Rotax engine and briefing first test flights. After many phone calls, paperwork modifications and pleadings with Transport Canada our paperwork and coveted Advanced Ultralight certificate arrived. It was show time! Rather than toss a coin, pull straws or arm wrestle over who would have the dubious honor of launching skyward for the first time in our new Challenger, I suggested that the pilot with the most flying experience would be the best man for the task. It was a tactic that Kirk really couldn’t argue with and my proposition, albeit selfishly motivated, won me the testpilot’s seat. Much discussion ensued on the whatifs, emergency procedures, best time of day, fuel to carry and flight test criteria. This planning made the actual mission feel more like opening night of a wellrehearsed stage-play than the nerve racking experience it could have been. On a warm autumn evening with Kirk and the fine gentleman who helped us with

all the technical aspects of our project watching, I pushed the throttle to the stops and felt the surge of power from our little engine along with the flood of excitement coursing through my veins. Being used to the sensation and speed of Claude Roy’s Challenger during my training with his 160-pound frame in the back seat, I wasn’t prepared for the rapid acceleration to rotation speed. I was intending for the first flight to be a crow hop to ensure rigging and flight control integrity but instead I reached what felt like 50 feet of altitude before having the where with all to reduce power to glide gently back to the runway. Everything felt great with good pitch and rudder authority and no tendency for a wing drop. I backtracked to the threshold with resolve to conduct a full circuit. This time, ready for the acceleration, I rotated at 50 mph and climbed out at 60 at a ridiculous climb attitude. What a sweet little rocket ship! The circuit was a thrill of warm September air and harvest smells with the doors off and I soon found myself turning final and floating back down to the runway. Remembering my training from Claude I touched down with minimal flare and carried some power and was rewarded with a silky smooth landing with no ill habits exhibited on the roll out. How can I describe the emotion following the test flight of an airplane that one has participated in the building of. No

number of skilled hands or eyes could take away the mild fear that I perhaps hadn’t tightened properly every nut, bolt, screw, turn buckle or fuel hose fitting. How, over the hours spent constructing our machine, could there not have been a moment were one of us lacked the attention to follow the building instructions to a tee? This wasn’t a machine built in a factory and checked by a test pilot, nor was it a rental aircraft properly inspected by a licensed AME. It was a kit that we assembled and built with our own hands! Nevertheless, careful following of acceptable building methods and the supervision of an experienced homebuilder lead to the construction of a safe machine. Add to this the independent inspection by a factory inspector and thorough training on type and the result was a safe and flawless first flight. The thrill, however, of being part of the creation of an airplane and its test flight was a new experience for me and a significant byproduct of my journey to the world of ultralight flying. The discovery I made during my introduction to Claude Roy, the many ultralight owners and builders I had spoken to and Bill Bryon was that not only am I endeared to flying these minimal aviation birds, I also love all aspects of constructing them. I am unable to put a price on the number of new skills I have acquired since February of this year when we picked up

our Challenger project. Furthermore, I am fondly looking forward to my next project on our airplane whether it be the installation of a radio or fabrication of a cabin heater. A tremendous benefit of having these new skills is that we truly have the confidence to maintain and repair our machine with our own hands and tools. So where is the grand old four-seat Stinson after this new experience of minimal aviation? Well, the market for classic airplanes is somewhat small and we have not yet found a home for her. The serious inquiries have given me a bizarre mixture of emotions. On one hand, I am excited to see her go to someone who will enjoy her as much as I have – not to mention what we could do with the proceeds of the sale (Puddle Jumper floats and skis come to mind!). At the same time, I know there are aspects of her utility that I will miss. At the end of the day, however, I feel that I can fully embrace the Challenger world and I am completely captivated by the new low and slow, open air, four seasoned flying world she has introduced me to. Given the great skills I’ve learned and the truly fine people I’ve met in the process, I would highly recommend this kind of aviation to anyone who loves to fly. This chapter closes the book on my foray into ultralight flying but stay tuned for my experiences with skis and floats.




Some random winter thoughts, not from the cockpit In the dead of the Canadian winter, many G.A. pilots have covered or hangared their airplanes for the long term. Let’s face it, recreational flying for the most part, is a summertime activity. So what do you do with all that spare time in winter? Some people become “Snowbirds.” They head south to warmer climates. Those that stay home become creative, deciding how to pass the time. I asked a friend how he’d spent last winter at his home here on the west coast of Canada. “I read a lot of books and burned a lot of wood,” he replied. During the coldest months in Canada, we can get accustomed to our climate and feel the rest of the world comes to a freezing halt too. But tuning in the Rose Bowl game on television reminds us that perpetual summer is a reality in some places. Some things just don’t stop. Aircraft owners have all made a trip to the mail box to find another AD which applies to their airplane that’s sitting in a frozen hangar. Someone, somewhere, probably in a warm climate in the southwest U.S., has had an accident blamed on a faulty part on his plane, the same make and model you happen to own. Now you need to service, inspect or replace that part too. Maybe I’ve been lucky, having dodged a lot of those “bullets”, as the ADs that showed up in my mailbox, almost always applied to serial numbers far removed from mine. The service bulletins and ADs also serve to add to our doubts about why we’re aircraft owners in the first place. As if fuel, hangar and maintenance costs weren’t enough, these mandatory repairs can sometimes make the pilot decide to sell the airplane. If you check around, there’s no shortage of airplanes to buy, and many are at fire-sale prices these days. I believe it’s the result of the economy in general, as well as the fact that many of the older pilots are just fed up with the constant barrage of mandatory costs. And it doesn’t seem to matter that you bought a newer airplane with the hope of minimizing the maintenance. In fact there is already a Mandatory Service Bulletin out for the new Cessna 162 Skycatcher. This one is to beef up the wing structure and requires the addition of a rib and other reinforcement at the wing attach points. The good news about this partic-

Plan ahead for summer flying Winter provides us with more time to take the ideas we’ve thought about all summer and act on them. Often when I’m flying or just working around airplanes, something will come to mind about improvements I could make to equipment or accessories. It might be a repair to the worn strap on my kneeboard, or a cup holder that might fit in a more convenient spot. The night lights in the cockpit could be a little brighter. The sun visor keeps slipping into the down position. But all these things get pushed to a back burner during summer. One item which I did a couple of years ago was to re-think my flight bag. In the past, I carried a large briefcase with all the gear, charts and books in it. It went on every flight with me. While on a week-long trip around Alberta and B.C. one summer, I was caught in bad weather and forced to walk over by Barry Meek a mile in pouring rain from an unfamiliar airport to a motel. “cough” in the engine. The brief case became a boat Wisely, he cut the circuit anchor. That night, I decided to short, quickly landed, and make some changes to the way I taxied back in the hangar. stored and transported the items Later when the mechannecessary to have on-board. ic had a chance to check it So the following winter I out, he declared it airworinvested in an appropriate back thy. The diagnosis was “possible carb pack, which was a huge improvement. It ice,” which made sense given the relative- could be carried hands-free, easily held ly cool temperature and high humidity the the airplane-related things a pilot needs, day of our 12-minute flight. and it was big enough to stuff a clean With the O-200 engine, you can’t be shirt, a rain poncho and toothbrush in. I too careful when monitoring for carb ice. wondered why I hadn’t done the deed It can surprise you even while in cruise sooner! power. But the weather has again closed Getting through winter doesn’t mean in and it may be some time before that total disconnection from flying. Now is diagnosis can be certain. the time to be making those improveIt wouldn’t hurt to take a few more ments and changes you’ve considered for precautions to stay ahead of icing, espe- years. It’s also a time to visit your library cially with the smaller aircraft engines. and find all the aviation books on the While on approach for landing, keeping shelves. Search the internet for flying all the VASI or PAPI lights white, holding adventures. And, if you’ve not already off on the flaps until you’re sure you’ve done it, find yourself a flight simulator made the runway, and staying proficient program. Load it on the computer, and go with the forward slip, can minimize the flying. danger of coming up short if the engine were to lose power or quit altogether. Barry is a former broadcaster and Most airports have more than enough ambulance paramedic. He is a commerrunway for small aircraft, so there’s no cial pilot, has owned several aircraft and need to hit the numbers on every landing. pursues interests including writing on It’s something you might like to think various topics at his home in the Gulf about if you’re flying during the winter Islands. Contact him at bcflyer@propimonths.

From a



ular bulletin is that it affects only 228 airplanes. One more thing while on the subject. This might make you feel better. Consider the maintenance the Commemorative Air Force does on its prized WWII B-29 Superfortress, FiFi. To keep it airworthy and flying in the various displays and airshows around the country costs them $10,000 and 100 hours of labor (volunteer) for every hour it flies!

Danger lurks in the circuit A fellow pilot who owns a Cessna 150, invited me along for a ride recently. Attempting to set up a day when both of us had the time proved easier said than done. And at this time of year, the west coast weather pretty well shuts down VFR flying until May or June. But eventually, everything came together, and we managed to do it. His airplane had just had its annual inspection. We all know that the first flight following a repair or inspection is quite possibly the time when something goes wrong. Many pilots will take off and stay close to the airport. They will be listening extra carefully for anything that’s not quite right. With all that in his mind, my friend lined up for a few circuits. We did one touch-and-go without incident, but on the second take-off, there was a slight

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On the February Note: Events headed by a COPA logo denote COPA National or COPA Flight events.

December December 15, Lachute, QC (CSE4): Sam Aircraft, a light sport aircraft manufacturer is proposing for the first time a factory tour which will explain how the Sam series of Advanced Ultralight aircraft are being built. No appointment is needed, and the event is free. Simply check in at our workshop. 100 boulevard Bradford, Building B, Lachute Airport, J8H 3R8. Guided tours will be given from 10:00 a.m. until 5:00 p.m. For more information about Sam Aircraft factory tours, please contact Thierry at 514-445-6409 or

Meet COPA’s president Kevin Psutka, COPA president/ CEO will be making presentations at the following events. January 16, Langley, BC: Langley Aeroclub (COPA Flight 175) will receive a COPA update presentation from COPA President Kevin Psutka and BC/YT at 7:30 p.m. at the DC3 clubhouse at the Langley airport (CYNJ). All are welcome. For more information please contact Ken G Wardstrom at or 604-882-0799. January 17-19, Richmond, BC: PAMEA will be holding their 30th Annual Maintenance Symposium at the Sheraton Hotel in Richmond. The event will in devote a portion of their symposium to general aviation aircraft and the responsibilities and liabilities for maintenance by aircraft owners, and renters. See for more information. COPA President Kevin Psutka will attend and be a panel member on Saturday morning concerning Pilot/AME Maintenance. January 20, Delta Airpark, BC: COPA Flight 5, Boundary Bay Flying Club Annual General Meeting at Delta Airpark (CAK3). The event starts with the Airpark’s famous breakfast. For more information please contact Gary Peare at or 778-3239115. February 23, Ottawa River, ON: COPA Flight 169, Mo’s 24th Fly-In starting at 10:00 a.m. Located on the Quebec side, 1 mile west of Ottawa VOR. Co-ordinates N 45 26 57, W 75 55 48. Ground frequency 122.75 and air 123.20. Ski landing recommended. A strip for airplanes on wheels will be arranged weather permitting. Landing is at your own risk. For more information, please contact Maurice Prud’Homme at 819682-5273. RAIN OR SHINE.

2013 January January 12-13, Waterloo, ON: T-33 Ground-School Training with the Jet Aircraft Museum. If you have an interest in flying with us in one of the museum’s T-33 Silver Stars or an enthusiast who wants to partake in two days of great instruction by one of our T-33 pilots. Each attendee will include a copy of the airplane flight manual, a disc of extra materials, tea coffee and sandwiches during lunch breaks. Cost of attending is $300 for the two-day course. For more information or to register visit or email

January 16, Langley, BC: Langley Aeroclub (COPA Flight 175) will receive a COPA update presentation from COPA President Kevin Psutka and

May 30-June 2: Interprovincial Air Tour, more details to come please visit our website at June 21-23, Dawson Creek, BC: COPA Annual Fly-in and AGM. Please visit our website regularly at for updates.

BC/YT at 7:30 p.m. at the DC3 clubhouse at the Langley airport (CYNJ). All are welcome. For more information please contact Ken G. Wardstrom at or 604-882-0799.

January 17-19, Richmond, BC: PAMEA will be holding their 30th Annual Maintenance Symposium at the Sheraton Hotel in Richmond. The event will in devote a portion of their symposium to general aviation

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aircraft and the responsibilities and liabilities for maintenance by aircraft owners, and renters. See ?pageId=1418223 for more information. COPA President Kevin Psutka will attend and be a panel member on Saturday morning concerning Pilot/AME Maintenance.

January 20, Delta Airpark, BC: COPA Flight 5, Boundary Bay Flying

Club Annual General Meeting at Delta Airpark (CAK3). The event starts with the Airpark’s famous breakfast. For more information contact Gary Peare at or 778-323-9115. January 24, Winnipeg, MB: 11th Annual Rust Remover 7:00 p.m. Thursday at the Army, Navy, Air Force Veterans Hall (ANAF) at 3584 Portage Ave. This seminar will qualify for the annual recurrency training. For more information, call Harry Wiebe, 204-489-0011.

February 1-3, Montebello, QC: The Canadian Challenger Owners Association invites Challenger owners and fans as well as all aviation enthusiasts to congregate at the Chateau Montebello for the 23rd Annual Challenger Winter Rendezvous. For more information, please contact Bryan Quickmire at

February 16, Hawkesbury East, ON (CPG5): COPA Flight 131, the Hawkesbury Flying Club invites you to a Ski Fly In to celebrate Aviation Day in Canada. Sloppy Joes served at noon by the club president. Drive ins welcomed. 3435 County Road 17, Hawkesbury. For more information please contact Stephen Farnworth at or 613-632-3185.

February 23, Ottawa River, ON: COPA Flight 169, Mo’s 24th Fly-In starting at 10:00 a.m. Located on the QC side 1 mile west of Ottawa VOR. Co-ordinates N 45 26 57 W 75 55 48. Ground frequency 122.75 and air 123.20. Ski landing recommended. A strip for airplanes on wheels will be arranged weather permitting. Landing is at your own risk. For more information, contact Maurice Prud’Homme at 819-682-5273. RAIN OR SHINE.

23 février, rivière Outaouais, ON: COPA Flight 169, RVA chez Mo à 10:00 a.m. Coté QC, 1 mille à l’ouest de VOR d’Ottawa. Co-ordonné N 45 26 577 W 75 55 48. Fréquence 122.75 et pour air 123.20. Làtterissage sur skis est recommendé. Une piste pour avions sur roues sera aménagée si la météo le permet. Atterissage à vos risques. Pour plus information, appelez Maurice Prud’Homme à 819-6825273. PLUIE OU SOLEIL. • continued on next page




On the February 24, Cobden, ON: COPA Fight 124, Champlain Flying Club hosts their annual â&#x20AC;&#x153;SKI Plane Onlyâ&#x20AC;? winter fly-in from 10:00 until 14:00. CPF4 in the Supp. Beans, chilli and beverages. For more information, please contact Larry Buchanan at or 613 638-2792.

March March 2, Kars, ON (CPL3): Ottawa Valley RAA Chapter 4928 (Kars) 11th Annual Ski Fly-In. Comm 123.4, RWY 26 / 08, 45°06 N 075°38 W. One week after Moeâ&#x20AC;&#x2122;s world famous ski Fly-In. Homestyle food served from 11 a.m. until 2 p.m. in our Clubhouse. Public Welcome. Dilworth Road just East of 416. For more information, please email Dave Stroud To check on field conditions 24 hours prior to the event call Dave Stroud at 613-489-2347.

March 2-3, Lac La Biche, AB: COPA Flight 165 Ice Fly-In and Winter Festival of Speed. Land your wheeled aircraft on a prepared ice runway or on skis next to the runway. Exact location to be finalized but will be within two miles of CYLB. Watch car, snowmobile, and motorcycle ice races. Freq. 123.20. Call for ice details prior to launch. For more information, please contact Ken at 780-623-0673 or or Geoff at 780-520-8854 or

March 4-10, COPA is partnering with the Institute for Women of Aviation Worldwide to make the week of March 4-10, 2013 â&#x20AC;&#x153;COPA Girls Weekâ&#x20AC;?. The aim is to foster diversity in aviation by celebrating history, raising awareness, and sparking vocations as thousands of girls and women are introduced to aviation through industry-wide collaboration. COPA flights are encouraged to hold events during that week to introduce girls and women to aviation. For more information, please visit event/organizing-an-event/ or contact Lesley Page at 416-287-2975 or

April April 6-20 2013: Governor Generalâ&#x20AC;&#x2122;s Cup Challenge of the Americas Air

The Canadian Challenger Owners Association invites Challenger owners and fans as well as all aviation enthusiasts to congregate at Chateau Montebello for the 23rd Annual Challenger Winter Rendezvous being held Feb. 1-3, 2013. For more information contact Bryan Quickmire by email:

Rally Presented by Aviation Connection Non-profit organisation. For the 12th consecutive year Intl Air Rally will bring 20+ aircraft & teams from 7 countries and Intl media. This time to discover Central America! Organised with local Governments in 6 countries, this Intl event enjoys the security, support in logistic provided by our hosts as well as unique activities bringing out the best of every destination. Fundraising event: benefits young pilots coming onboard, expenses paid to log hours and build confidence. April 6-7, London ON: T-33 GroundSchool Training with the Jet Aircraft Museum. If you have an interest in flying with us in one of the museumâ&#x20AC;&#x2122;s T33 Silver Stars or an enthusiast who wants to partake in two days of great instruction by one of our T-33 pilots. Each attendee will include a copy of the airplane flight manual, a disc of extra materials, tea coffee and sandwiches during lunch breaks. Cost of

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attending is $300 for the 2 day course. For more information or to register visit or email April 27, Regina, SK: Rust Remover/Safety Seminar to qualify for two-year currency held at the Royal United Services Institute, 1600 Elphinstone Street. East end of exhibition grounds. Doors open 0830, seminar 0900-1200. Noon lunch provided. The lunch provider requires an exact count of people for lunch. Pre-register please. Send cheque for $15.00 per person to COPA Flight #4, 2348 Garnet Street, Regina, SK, S4T 3A2 by April 20.

May May 11, Lethbridge, AB: COPA Flight 24 COPA for Kids with a rain date of May 18, 2013. For more information,

ULTRALIGHT SUMMARY 2348 Garnet St., Regina, SK, S4T 3A2, Tel.: 306-352-6442 Fax: 306-565-0694

May 19th, Westlock Airport, AB (CES4): St. Albert Flying Club Poker Run, COPA Flight 61. Rain date Monday, May 20th. There will be a small entry fee. Please note that some of the stops will be on grass strips. A barbeque to follow. Pilot briefing 9:00 a.m. in terminal building. For information, please email Join us for a fun flying event.

May 30-June 2: Interprovincial Air Tour, more details to come please visit our website at

June June 1-2, Waterloo, ON: The Waterloo Air Show will once again be head-

lined by the Canadian Forces Snowbirds, and be complemented with other aerial acts, ground displays and activities. Despite a current debt, the showâ&#x20AC;&#x2122;s two producers, Richard Cooper and David White have decided to bear the personal financial risk once again and continue the annual event, as it brings many benefits to the region. It is a source of family entertainment, offers revenue to many local businesses and regional tax benefits. â&#x20AC;&#x153;All we need is a good weather this year to welcome people to the airport and allow us to showcase everything weâ&#x20AC;&#x2122;ve built towards over the year,â&#x20AC;? said White. The air show has been plagued with poor weather since Cooper and White took over in 2011. For more information, please contact Diana Spremo, Volunteer Marketing Director at or 905-4849543. Visit our website at â&#x20AC;˘ continued on next page



Ultralight Summary A package of information on Ultralights (UL), Advanced Ultralight Aeroplanes (AULA), medicals, definitions, pilot licensing, registration, flying schools, sources of information, etc. For your complimentary copy, please contact:

please contact Al Blakely at 403-4052683 or 403-308-8198 or email

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On the Regularly Held Events Lethbridge, AB: The Lethbridge Sport Flyers, COPA Flight 24 would like to invite you to our weekly Saturday morning breakfast, 7:30 a.m. held at Smitty’s Pancake House, 2053 Magrath Dr. S. in Lethbridge, Alberta. We encourage you to call ahead if you’re in the area. If you catch us at a Fly-In instead please feel welcome to join us there. All of our activities including the postings of our monthly meetings can be found on our Event Calendar at To contact us please call our club President, Brian Wilson at 403-345-6603 or send us an email at Havelock, NB: COPA 27/The Havelock Flying Club invites you to Fly-In for breakfast on Sunday as usual and, (on any Sunday during the month of October), present your Journey Log Book to enter our 2012 Cross Country Cup Competition. Our winner will be announced on Sunday Nov 4/12. The Pilot flying to the most locations noted in COPAs “Places to Fly” section as verified by his Journey Log will receive the 2012 Cross Country Cup. Please note we cannot accept faxed or emailed entries or we can’t meet you at any other location. Simply fly in, enjoy breakfast, and enter to win. For more information please contact Steve Eastwick at or 506-386-4120. High River Airport, AB (CEN4): First Thursday of every month at the Dueck Hangar the EAA Chapter 1410 has their monthly meeting 18:30 21:00. Whether you have a casual interest in aviation, you are an active pilot, or you are an avid homebuilder of aircraft, we offer the chance to meet others who combine fun with learning. We meet to learn from informative speakers, participate in various social activities, and are active in the flying community. Come by and visit! Please contact Paul at or evenings at 403-271-5330 or visit our website at for more details. Picton, ON (CNT7): Breakfast on the second Sunday of every month starting at 8:00 (call for runway conditions during winter) located at the Prince Edward Flying Club - Picton Airport. For more information, please call 613399-9076. Winnipeg, MB: RAA Manitoba regular meetings are held on the third Thursday of the month at 7:30 p.m. at the RAA Hangar at the Lyncrest Airport. For more information contact Jill Oakes at Nanaimo, BC (CYCD): welcomes you! Nanaimo Flying Club holds regular meetings on the third Sunday of every month, 0930 hours, followed by guest speakers and lunch. Meet and greet breakfasts or brunches held first Saturday of every month. Keep the dust off your wings; join our “Truancy Squadron” callout offering weekly impromtu fly-outs. The cost is free — the fun, priceless. Visit for a round of golf next door, or join the BC-Social-Flying group on Yahoo to see what’s happening. Special events and theme parties held throughout the year. Social activity suggestions to encourage flying and relations with other clubs always welcome. Co-ordinates: lat 49.1683°; long 124.0357°. For more information, please contact Barbara at or 250-756-2680. Visit our website for more information. Edenvale, ON (CNV8): Every Thursday (January 5 - December 15) the restoration shop is open and we invite everyone to fly over, or drive by and pay a visit. Membership flights are available in all our tail-dragger aircraft, including the Tiger Moth. For more information contact Robin Tripp at 705818-2223 or Visit our website at Edmonton, AB: COPA Flight 176 regular meeting at 7:30 p.m. 1st Wednesday of every month located at hangar 39 (CYXD). Please email for more information. Guests welcome. Pontiac, QC: Escadrille 169 Pontiac, le 1er Samedi du mois déjeuner mensuel au restaurant Bellevue situé au 460, route 148, (chemin Eardley) Aylmer, 819685-0733. Environ 1 km à l’est du chemin Terry-Fox. Venez parler aviation avec des pilotes passionnés! Les conjointes et les enfants sont bienvenus. Hélicoptères: stationnez dans le champ à 500 pieds au nord-ouest du restaurant. 45-25-41, 75-53-52. Hydravions, et l’hiver avions sur skis et avions sur roues: stationnez chez Maurice. Téléphonez Maurice avant votre arrivée pour connaître les conditions de la surface d’atterrissage. Maurice vous aménera en auto au restaurant. 45-26-31, 75-55-33. Pontiac, QC: 1st Saturday of the month COPA Flight 169 holds its breakfast meeting at the Bellevue restaurant located at 460, Hwy. 148 (Eardley road), Aylmer, 819-685-0733. About 1 km east of Terry Fox road. Come and talk about aviation with passionate flyers! Wives and children welcome. Helicopters: park in field located 500 feet northwest of the restaurant. 45-25-41, 75-53-52. Seaplanes summer and winter skiplanes and wheel planes: park on the river at Maurice’s house. Call Maurice before your flight to ask about the landing surface condition. Maurice will take you to the restaurant with his car. 45-2631, 75-55-33. Shoal Lake, MB (CKL5): Shoal Lake Flying Club/COPA Flight 162 holds general meetings on the second Tuesday of every second month (Feb., April, ...) at 7:30 at the Airport Terminal Building, visitors welcome. The December meeting is a potluck supper followed by a short Annual Meeting and a social event. Check the meeting schedule by clicking on the News and Events tab at Email for more information. Okotoks, AB (CFX2): COPA Flight 81 regular meeting at 19:30, last Monday of the month, Sky Wings classroom at the Okotoks Air Ranch. Jim, 403-689-6950 or

Mo’s 24th Fly-in (COPA Flight 169) is being held on Feb. 23, on the Ottawa River one mile west of the Ottawa VOR, starting at 10 a.m. For more information contact Maurice Prud’Homme at 819-682-5273.

June 9, Cobden, ON: COPA Fight 124, Champlain Flying Club host their annual Fly-In Breakfast from 07:00 until 11:00. CPF4 in the Supp. For more information, please contact Larry Buchanan at or 613 638-2792.

June 16, Cornwall, ON (CYCC): COPA Flight 59, Annual Father’s Day Fly-in Breakfast, 8:00 a.m. until noon. Best breakfast in Eastern Ontario. Static displays, vintage cars. For more information, contact Barry Franklin at

June 16th, Morinville, AB (CMN6): COPA Flight 61 Mike’s Father’s Day Fly-In Breakfast 8:00 a.m. to 11:00 a.m. Mike and Rose Poworoznik’s farm strip. For more information, please email

June 21-23, Dawson Creek, BC: COPA Annual Fly-in and AGM. Please visit our website regularly at for updates.

June 24-July 5, Dawson Creek, BC: Yukon and Alaska Airtour, after

COPA’s Annual Fly-In & AGM in Dawson Creek, BC, COPA is organizing an Airtour to Fly the Alaska Highway! Visit the Gold Rush Town of Atlin, Whitehorse (fly Kluane National Park and see Mt Logan, the highest mountain in Canada), on to historic Dawson City, of the Klondike Gold Rush fame and continue on to Fairbanks Alaska and help them celebrate July 4th with a Salmon Bake. If you are interested in this tour, please contact Bram Tilroe at

Free listing for your aviation event E-mail: or use the form on page B-14




Canadian Owners and Pilots Association

Corporate Membership C

OPA’s corporate membership program is available to companies interested in supporting the association’s efforts to promote aviation, to encourage air safety through education and to lower the cost of flying. Corporate members are welcome to designate an individual for a regular personal membership to the association. This is a way to provide the company with regular voting and membership privileges in COPA. Corporate members are entitled

to a 10 per cent advertising discount in the association’s publications and free preferred advertisement placement. Member companies of the association are authorized to display the COPA Corporate logo on their advertising and promotional material. he cost of a COPA Corporate membership is $273. per year plus GST or HST. Payment may be made by cheque, VISA or MasterCard.


The following businesses are COPA Corporate Members: Air 1 Insurance Services Ltd - A Vancouver-based insurance brokerage serving pilots and owners across Canada. Aviation Department Manager Dave Fitzpatrick - a fellow pilot/owner offers you a free aviation insurance review. Tel.: 888-917-1177; Fax: 866-372-2755. Andrews Hofmann & Associates Inc. - Tel.: 416-946-7508; Email: ATC Quality Engine Overhaul – Engine overhaul/ repair, nondestructive testing, dynamic balancing, engine modifications, dynamometer testing. Tel.: 705-325-5515. Aviation Unlimited – Established in aircraft sales for over 17 years. Tel.: 905-477-0107; Fax: 905-477-9616; E-mail: ; Website: Azimuth Services Central Inc. Boisvert & Fils Aviation Ltd. — The only seaplane base on Montreal Island, providing seaplane maintenance, aviation oil and avgas. Maintaining, buying, selling and trading seaplanes since 1979. Tel: 514-648-1856; Fax: 514-648-9309; Email: Bose - Offering the Aviation Headset X, a high performing headset which features propietary triport technology providing increased performance and comfort. Tel.: 508-766-4271 Brant Aero - Tel: 519-753-7022; Fax: 519-758-0530; Email: Briggs Trucking & Equipment Ltd. - Heavy equipment hauling and rental. Fax: 780-449-6021; Email: Calgary Flying Club - Flight training, rentals and fuel. Mountain check-outs, instructor and multi-IFR ratings. Tel.: 403-288-8831; Fax: 403-286-9763; Website: Calgary Pilot Supply Ltd. – Pilot supplies, wholesale and retail. Retail store located in Calgary. Distributor for ASA, APR, Culhane manuals, Noral flight bags, books and more. Tel: 800-563-9633; Fax: 403-296-0099; Email: Canadian Aviation Expo - Canada’s largest aviation Trade Show and largest Fly-in. Tel.: 800-776-5976; Website: Canadian Bush Pilot Services Inc. - Pilot contracting services; aviation consulting including 702/703 AOC applications, training, and training programs development. Specializing in Arctic logistical solutions for northern business and exploration. Telephone: 778-245-2874. Canadian Propeller Ltd. - Provides aircraft propeller, governor plus NDT services. We are an authorized Hartzell & McCauley service centre. Our licensed, factory-trained personnel provide quality work at excellent prices. Service to Hamilton standard by experienced, long term staff. Tel.: 204-832-8679; Fax: 204-8884696. CityTransfer Inc.-Email: Classic Aviation Ltd. - Tel.: 604-460-1588; Fax: 604-460-1586; Email: CNC4-Guelph Airpark Inc. - Fuel 100LL Cardlock System 24/7. Runway (14-32) 2,500 ft. long with lights dusk to dawn. Runway (05-23) 2,100 ft. Completely ronovated restaurant. Forty-one T hangars. Sixteen full sized hangars. Tel.: 519-716-0521; Fax: 519836-9763. Cooper Aviation - A friendly country airport, CST3 is located in downtown St. Lazare and home to COPA Flight 43. We sell 100LL AvGas and have telephone and toilet facilities on site. A five minute walk to restaurants, grocery and hardware stores and the post office. For more information on tie-down rates and other services: Tel.: 450-455-3566; Fax: 450-455-9226; Email: . Crystal Lodge Inc. Darrell S Morden Professional Corp - Calgary general dentist accepting new patients.Tel.: 403-614-5591 or 403-242-5777. Diamond Aircraft Ind. Inc. - Diamond Aircraft is the industry leader in the design, manufacture and sale of certified composite general aviation aircraft. Tel: 519-457-4032; Fax 519-457-4021; Email: Digby Annapolis Regional Airport - Digby Municipal Airport 3,950 ft. runway capable of accommodating med-size aircraft 365 days a year. We are staffed 24/7. Tel. 902-245-5885; Fax:902-2456372; Email: Dorval Aviation Inc. - Dorval Aviation is a flight training centre offering the full curriculum of training from private to commercial including multi, instrument and float ratings. Tel: 514-633-7186; Fax: 514-633-6719; Email: Dream Aircraft Inc. - Manufacturer of the Tundra kit plane. All metal, four place, 1,100 pounds of useful load. A true Canadian Bush Plane. Contact us for a demo flight; Tel.: 866-500-9929; Fax: 450-372-8122; Email: or visit Duess Geological Services Ltd. Providing a wide range of mineral exploration services throughout Canada. Tel.: 613-542-8822; Email: Edenvale Aerodrome Ltd. - Offers hangar rentals and a fully automatic fuel pump - Mogas and 100LL. Also a brand new full service restaurant. For more information: Tel.: 705-428-3112; Fax: 705-428-3378; Email: or visit

Edmonton Airports - Operates four airports and each has a special role in general aviation; Edmonton International Airport, Edmonton City Centre Airport, Villeneuve Airport and Cooking Lake Airport. Fax: 780-890-8550; Email: Excel International Inc. - Our company provides specific air travel services sending teams to help struggling churches and ministries in Canada. Tel.: 403-528-9991; Fax: 403-528-9901; Email Fairmont Hot Springs Airport - Full aviation and fueling services for aircraft up to and including 737’s, 24/7. CYCZ has a 6,000x100 asphalt runway. For more information visit Flight Fuels Inc. - Distributer of aviation fuels and lubricants. Tel.: 800-607-4355; Fax: 780-466-1554. Gudd Inc. - Aircraft fleet management company. Tel: 450-6728409; Fax: 450-441-7638; Email: Hammond Aviation Ltd. - Hammond Aviation Ltd. - Exclusive Wholesale distributor for a wide variety of quality aviation products servicing the Flight School and Pilot Shop industry. Call 1-888256-1106; Fax: 519-284-2522; Email: ; Website: Helibellule Inc. - High class executive FBO facing runway, welcomes airplanes, helicopters and all size jets. We offer many services, customs on premises, de-icing, catering, helicopter transport, concierge, board room etc. Tel.: 450-476-1000; Fax: 450476-1002; Email: ICOM Canada - Tel: 604-952-4266. Jetpro - An engineering firm specializing in the design of instruments approaches and departures. Our capabilities include conventional VOR/NDB/ILS and satellite-based procedures including GPS/WAAS. Tel: 780-973-5902. Kelly Panteluk Construction Ltd. – Tel.: 306-634-2166; Fax: 306-634-7822; E-mail: KLN Klein Product Development Inc. - Custom avionics development, prototyping and production, including STC support. For more information contact Peter Klein P.Eng Tel.: 604-530-1491; Website: Lauriault Aviation - Aircraft sales, consulting and appraisals. Tel.: 705-476-5133; Fax: 705-476-7285; Email: Legendair Inc Leggat - APEX - Cessna aircraft sales, service, parts. Cessna Caravan service, parts. Mooney Service Centre. Engine overhaul, NDT, structural repair, modification. Tel.: 905-477-7900; Fax: 905477-8937; Email: ; Website: Les Ecuries Chalimar Inc. - Tel: 819-425-3261; Fax: 819-4259273; Email: Les Equipments Wil-Be Inc. – Entreprise familiale depuis plus de 30 ans dans la recherche, development, conception et la fabrication d’equipments specialises pour les bois d’ingenierie et autres. L’avion nous sert a ce deplacer pour la visite de nos clients et faire le suivi et l’entretien de nos equipments chez nos clients. Tel: 418833-2821; 418-833-9846; Email: Les Motels de L'Energie Inc. - Tel: 418-589-9293; Email: Magnes Group Inc - Providing value and protection to Canadian aircraft owners, pilots, operators and manufacturers for over 40 years. Tel: 1-888-772-4672; Fax: 905-889-0205; Email:; Web: Maule Air of Canada - Is the Canadian distributor of fine Maule STOL aircraft and parts. Western Canada, John Carley (204) 7453122. Eastern Canada, Bernard Gervais (514) 570-5369. Website Maxcraft Avionics Ltd. - Provides professional avionics services to all types of private and commercial aircraft, including helicopters and fixed wing aircraft. Services include complete panel upgrades, avionics and instrument installation, design, fabrication, STC approval services, wire kit fabrication and worldwide field support. Tel.: 604-465-3080 ext. 221; Fax: 604-465-3084. Medicine Stone Resort and Outposts - Tel: 807-727-2424; Email: Mirage Aviation Inc. - Compagnie de pourvoirie au nord du Quebec chasse caribou, peche et aussie une piste d’aterrisage. Leading the world of Outfitters, Mirage Outfitter Inc. is the northern Quebec’s jewel. Whether your accommodations needs are for our caribou hunting, fishing, landing strip or other northern work-related activities. Website: Mission Aviation Fellowship of Canada - Is an international Christian, humanitarian organization working to meet the transportation and communications needs of those living and serving in the poorest and most remote parts of the world. Best known for aviation, Mission Aviation Fellowship (MAF) pilots and mechanics operate and maintain a fleet of over 145 aircraft - flying in and out of some 2,500 airstrips in more than 30 countries around the world. Tel. 1-877-351-9344; Website: Norland Aircraft Services - Home of the 260 hp STC for Cessna 180-182. Located in the north end of the City of Kawartha Lakes, 22 miles north of Lindsay, 23 miles southeast of Muskoka Airport. Tel.: 705-454-8933; Email:

Norseman Festival Committee - Annual floatplane festival, July weekend, before Oshkosh, in Red Lake, Ontario. Focused on Norseman and other historically interesting floatplanes. Seminars, fly-pasts, displays, bush pilot meeting place and festivities. Everyone welcome. Tel: 807-727-9996; Fax: 807-727-3216; Email: ; Website: Northern Water Works Sales & Consulting - Water treatment specialization and company personnel movement. Tel.: 807-7272424; Fax: 807-727-3732. O’Shea’s Irish Field Aviation – specializing in aircraft construction, engine installations and instrument panel construction to exceed MDRA and TP10141 standards. Sell/purchase new/used aircraft, modifications and products. Email: Website: ; Tel: 705-527-1124; Fax: 705-5270874. Orillia Aviation Ltd - Cessna service station, approved maintenance organization, avionics sales and service. Tel.: 705-3256153; Fax: 705-325-6377. Pontiac Airpark - Is a flying community located 11 miles northwest of the Ottawa VOR. It has 59 residential lots, 3,400 ft. runway, seaplane base and clubhouse. Tel. 819-568-2359; Fax: 819243-7934; Email: ; Website: Provincial Airways - Aerial application, fuel, parts & service. 877717-7335; 306-693-5288; Website: Purple Hill Air Ltd. - Aircraft painting, structural repairs, annual inspections. Transport Canada AMO74-98. Builder assist in amateur built aircraft. Aircraft interiors. Tel: 519-461-1964; Fax: 519461-1683; Email: ; Website: Rockcliffe Flying Club - Located in Ottawa, next to the Canada Space and Aviation Museum, the club provides friendly and professional services, rentals, flight school, customs, clearance, Tel.: 613-746-4425 Saugeen Municipal Airport -Municipal airport-100LL & Jet A Restaurant open Thur- Sun 7:30 a.m. - 3:00 p.m. Sky Holdings Ltd. - Tel.: 705-674-6497; Fax: 705-674-8331. Skye Avionics Ltd - Full service avionics shop providing installation and field support for general aviation. Helicopters and homebuilt aircraft. We also provide drafting services and represent major avionics manufacturers. For more information visit or Tel.: 250-202-7649; Fax: 250-923-3441 or Email: SkyServices - Aircraft maintenance - inspections, repairs, paint, modifications, wheel or floats, turbine or piston. Tel: 705-248-2158; Fax: 705-348-3438; Email: Skywagon City Inc. - We are currently parting out 45 180/182/185/206. Your leading source for used parts. Tel.: 705484-5667; Fax: 705-484-5606. Soaring Association of Canada - Tel.: 613-236-4901; Website: SonyTech Inc. St. Andrews Airport Inc. - General Aviation Airport. Flight training and aircraft maintenance. Tel.: 204-981-4239; website: Sudbury Airport Community Development Corporation - Manages the Greater Sudbury Airport, one of Northern Ontario’s busiest airports with 145,242 passenger movements in 2004. Tel: 705-674-4455; Fax: 705-671-6767. Summerside Airport - Located in Slemon Park, P.E.I., features modern FBO facilities and services to meet all aviation needs.Slemon Park is home to aerospace companies like Atlantic Turbines, Honeywell Aerospatiale and Testori Americas. Tel.: 902-432-1760; Fax: 902-436-9860; Email: ; Website: Tillsonburg Aero Inc. - Aircraft maintenance and inspection, modifications, builders assistance, onsite grooming and detailing, quality consulting, on-call support, product sales: Canadian distributor for AeroLEDs. Tel.: 519-617-3727. Trek Aviation - Aircraft maintenance and consulting. Located at London International CYXU, serving South Western Ontario. Transport Canada AMO43-10. Tel: 519-636-9380; Email: or visit VIP Pilot Centre Inc – COPA’s official distributor. The lowest prices on aviation bestsellers: Garmin GPS , Bose, Lightspeed, David Clark and ASA headsets, Icom VHF transceivers and more. Same day shipping. Tel.: 1-800-361-1696; Fax: 450-461-1489; Email: Online store: Waterloo Wellington Flight Centre - Offers Flight Training; Recreational, Private, Commercial, Multi-engine, and IFR with 18 training aircraft. Also, a two-year Professional Pilot Diploma Program with Conestoga College. Tel.: 519-648-2213. Wilson Aircraft - Factory authorized Cessna Caravan sales Eastern Canada; new and used aircraft sales brokerage and consulting service. Tel: 905-713-1059; Fax: 905-477-6618: Email: ; Website: Yorkton Aircraft Service Ltd. - AMO # 125-90. We’re there to keep you in the air. Tel.: 800-776-4656; Email:




One pilot’s notes... Happy New Year! Goodness me… it’s 60 years since this skinny Brit took to the skies with RCAF Flying Officer George Clark, in Harvard 20351, at Calgary’s Currie Field. Had trouble finding it these days, well hidden as it is by Mount Royal College and Lincoln Park townhouses. Sigh! That’s where it all began. Good old George and 20351 are long gone. But the magic lingered on through our ‘Bessy’ years. “Why fly a Harvard?” people asked. …No easy answer, but for the Western Warbirds News back in 1985, I had this to say… “Certainly lots of reasons not to, she’s not just another airplane. She breathes fire! The feeling of majesty up in the driver’s seat has you nodding and waving to the crowd as you grumble slowly by. However, one’s image is severely tested if you hit the gas pumps. Harvard taxi mode is ideal for running into stuff like oil drums, helicopters, runway lights, signs and all. Ask the experts.”

The ultimate time machine You must be on the bit. The medieval knight must have felt the same on his skittish warhorse. But I’m not a knight type person. I love my old bird because she is the ultimate time machine, whisking me back to my youth in a flying boot camp.




Jerry and Diana Janes with their gorgeous Harvard 4, ‘Honeysuckle’ over Vancouver Island’s Barkley Sound by Bamfield in 1978. CF-UZG was ex-RCAF 20401. Photo by Mary Swain

by Tony Swain

• continued on next page

At left: Ex-Tiffy pilot Vic McMann’s Harvard’s flashy ‘show scheme.’ Ex-RCAF 20264 is now son Keith’s Reno Race #64. Below: 1970-ish – Fred Durant’s dusty Harvard Mk4, ex-RCAF 20275, in which Tony took his first instrument lesson at RCAF Currie Field, Calgary, in 1953. Photos courtesy Al Hudson

June 1986 – Keith McMann’s WLO & Rolf Yri’s MGI beyond strut their Western Warbird stuff with their signature ‘Crazy Formation’ over Victoria’s Oak Bay Tea Party. Photo by Tony Swain

What is the RAA? RAA, a Canadian association of Amateur Aircraft Builders, Antique and Classic Restorers and Aviation Enthusiasts, has a heritage of about forty years. Our focus is on the technical side, assisting members to build, restore, maintain and fly their own aircraft. Our mandate includes amateur-built aircraft, ultralights, rotorcraft, gliders and owner-maintained aircraft. RAA has fifty-one local chapters, spread all across Canada. Chapters meet regularly to exchange mutual support to members completing building or restoration projects. The Recreational Flyer, the bi-monthly members’ magazine and source of information for the Canadian builder, is published bi-monthly by RAA. RAA also publishes the Amateur Built Aircraft Builders Manual, the definitive Canadian builders’ reference guide. RAA also provides comprehensive liability insurance for all chapter events. Call RAA toll-free at 1800-387-1028 for technical assistance, to contact the chapter nearest you, to make membership inquiries or to purchase the Amateur Built Aircraft Builders Manual.

Recreational Aircraft Association RR 1, Brampton Airport, Cheltenham, ON, L0P 1C0 Telephone 905-838-1357 Fax 905-838-1359

Web site:


• TEACH IT RIGHT - Instructional Techniques for Flight Instructors . . . . . . . . . . . . . . . . . . . . . . . . .$21.95* + S/H & GST • VFR OVER THE TOP - Preparation for the VFR OTT Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$19.95* + S/H & GST • PILOT PREP - Private Pilot Ground School Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$69.95* + S/H & GST • COMMERCIAL PREP - Commercial Pilot Ground School Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$79.95* + S/H & GST • NIGHT FLIGHT - A Night Flying Ground School Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$17.95* + S/H & GST • MULTIPREP - Preparation for the Multi-Engine Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$24.95* + S/H & GST • INSTRUCTOR PREP - Class 4 Instructor Ground School Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$79.95* + S/H & GST • ULTRALIGHT PREP - Ultralight Ground School Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$69.95* + S/H & GST

*for COPA members

All eight books written by Dale Nielsen Published by

Canuck West Holdings 2340 McKenzie Road, Abbotsford, BC, V2S 3Z8 604-202-9360 •




From Tony’s Days packed with adventure and camaraderie. The elixir of continued youth. I may look like a little fat guy, but within is that skinny 18 year old Brit, still savoring NATO pilot training in Canada. After a show, the day’s end is fascinating. Harvards gather in packs. Pilots stand around absorbing the heat as the engines cool, tick-tocking in the evening air. Black sweat congeals on cowls and wheel wells. The shutdown ritual over, somehow the world isn’t secure until the beast is tied down, covered up, or led away and locked in its den. It is a magical time. It’s a peculiarly irritating chore, yet immensely satisfying to complete. Without this feeling, you are not a Harvard driver, and you’d best go get a Bonanza or something.”

In the barn, 1983 In winter I can stand for hours in Bessy’s gloomy barn. The wind moans, tin roof clatters, water drips. I simply stare at our lovely old Harvard. It’s magic. The hangar is a cathedral to times past. I just look and walk about a bit, rub my hands in the cold, and poke a finger in an oil smear. Is it deeper than before? Is that patch of paint less bright? Has anything really changed since my last scrutiny? The feel-

• continued from previous page

ing of history and nostalgia is overwhelming. It’s awesome to know we can truly sit in the front seat of history! Etc etc…

Delta Air Park circa 1971 and on… Last month I told you how a new girlfriend, Mary, the Fish Lady, enthused me into buying a dusty old Harvard Mk 4, CFUFZ, and how it all morphed into a new airplane, a new wife, and eventually becoming ‘The Copaguy.’ A completely new life from sailing an old boat. Regular readers know the rest. It’s been a slice. Back then there were six Harvards on the field, and a few down the valley. There were five occasionally on our tie-down row, CFs- RZP, -WLO, -UFZ, VFG, and WLA. RZP, ex RCAF 20332 went to Tofino for its engine, but was saved from oblivion by Bob Wilkinson of the Western Warbirds Gopher Squadron at Calgary. WLO, ex 20264 belonged to ex-Tiffy pilot, Vic McMann, and eventually became son Keith’s Reno Race 64. UFZ, ex 20321, was rechristened ‘Bessy’ and now flies on at Tillsonburg, Ont, with the Canadian Harvard Aircraft Association, Bob Haslam moved VFG ex-20404 to Sechelt and beyond. He provided the demo flight in UFZ, and Fred

The Janes Honeysuckle at Newnan, Georgia, being morpherized to a U.S. Navy SNJ, by present owner, Todd Anderson. Photo courtesy Todd Anderson

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Metro Vancouver’s Fall Parksfest slide show presenters. On Tony’s right is Judy Williams, of Vancouver’s Wreck Beach Society. Judy was founder of the BC Ninety-Nines in 1976. At front right is Show Co-ordinator, Candace Ng, MVRP. Photo courtesy Metro Vancouver Parks

Durant’s WLA was ex RCAF 20275, in which long ago, I took my first instrument lesson! Eventually it went off someplace for a grand restoration. And so it went. Big Jerry Janes turned up with beautiful UZG, ‘Honeysuckle’ 20401. Sadly, poor ‘Honeysuckle’ was later seriously ground-looped by a new owner in the USA, but now is under restoration by Todd Anderson at Newnan, Georgia. Then Rolf Yri had his Mk 2, now at Langley’s Canadian Museum of Flight, Walt Lannon’s EVA, John Mrazek’s ‘Pussycat’, etc etc. Hard to believe so many Harvards called Delta home. Yep! Those were the days!

The big show In 1995 Delta was bought by the B.C. Provincial Government as a regional recreational park and we flying folk were all asked to leave. • continued on next page

Tony Copaguy extols the magic of Delta and family flying, at the Metro Vancouver Regional Parks grand Annual Fall Parksfest last November. Photo courtesy Metro Vancouver Parks


Tom Belanger (left) and Master of Ceremonies John Macready ponder Remembrance, as Tony reads the traditional ‘Why Remember?’ from Heather Robinson’s ‘A Terrible Beauty.’ 1977. Photo courtesy Dawn Mann

From Tony’s We kind of refused and pointed out how it was already a recreational park, and served about 150 families or more as it was. There were many meetings with Regional Parks people, and the upshot was then Parks Manager Rick Hankin recognized a group of dedicated enthusiasts, who promised to be a credit to the system, and gave us a chance to prove it. That was over 17 years ago, and the now Delta Heritage Air Park volunteers are hardworking partners in the Metro Vancouver Regional Parks system. Manager Hankin retired, glad he gave us the chance, and now current Parks West Area Manager Mitch Sokalski remains proud of our unique achievement. It’s most unusual for an airport to be a real park! So at the MVRP’s recent annual Fall Parksfest, we were asked to give a ‘Pecha Kucha’ presentation, basically, 20 slides at 20 seconds per slide, in PowerPoint format, to highlight the great work done by the partners and volunteers in our park. Apparently my perceived gift of the gab made me the obvious presenter. Sigh. I chose to present recreational aviation as a family activity. Which it is! This was a big deal event, held in the B.C. Institute of Technology’s Telus Theatre, at their Willingdon Campus in Burnaby. A full convention type affair, workshops, tours, et al went on all day. I was to be third of eight presenters. Be there by 8:30 a.m. Sheesh! Other presenters were the Wreck Beach Preservation Society, B.C. Mills House, Pacific Spirit Park UBC, Catching the Spirit, Campbell Valley Park, Burnaby Lake Park, and the



Amazing Parade of Planes during the 2012 AOPA Summit at Palm Springs, California. Mid-Continent’s classic Stagger Beech leads the way! Photo courtesy Margaret Hofmann

• continued from previous page

Pacific Parklands Foundation, of whom our sadly missed Airpark Past Chair, Terry Wilshire, was a big promoter. A Judy Williams opened with a very spirited show about Vancouver’s Wreck Beach, our famous beach at Point Grey. A rather daunting act to follow. But my Delta presentation was extremely well received, and numerous park people came up later to say they’d never realized the social aspect of our type of aviation, and some even enquired about learning to fly. After the group photo shoot, Judy Williams said she’d often flown into Delta for the B.C. Ninety-Nines annual poker run, and it further transpired, Judy was the founder of the B.C. 99s in 1976 at Abbotsford. Surprise – surprise! What a great day! I’d been nervous about our Delta Airpark show, the content being so different from other regional park activities. I presented our park as the multi recreational use facility it is, and so welcomes family

ceedings closed with singing of our National Anthem, ably led by Isabelle Hui Bon Hoa. The Cadets then marched off and dismissed by the Old Coffee Shop, where participants gathered for hot soup and lunch prepared by The Mary and her team of volunteers.

Emotional moment provided by four-plane Harvard flypast. Local pilots Mike Langford, Keith McMann, John Mrazek and from the USA, Bud Granley. Photo courtesy Ian Hunt

use. Not at all ‘exclusive’, as our clubhouse and patio style may appear to some.

Remembering at Delta Over 120 people gathered in Delta’s Memorial Garden for our annual Remembrance Day Ceremonies. John Macready once again gathered his volunteers to present

COPA B.C. & Yukon Director Tim Cole remembers his friend George Dungey, one of the ‘Good Guys’ with Transport Canada, who flew Dakotas over Burma in WWII. Photo by Tony Swain

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a moving and meaningful ceremony, nicely formalized by the smart Royal Canadian Air Cadets of 655 Squadron, Richmond, led by our own Officer Cadet Tim Novak. I was honored to read ‘Why Remember’, and FCpl Ryan Lau played the ‘Last Post’. A flight of four Harvards then roared overhead, a most moving moment, with many thanks to pilots Mike Langford, Keith McMann, Bud Granley, and John Mrazek. Other smaller aircraft passed higher overhead in salute from time to time. After the two minutes silence, FCpl Lau played Reveille, then OC Tim Novak read ‘The Ode’. The poem ‘In Flanders Fields’ was read by Tom Boulanger, of the DHAP Committee. Wreaths were placed by Larry Thompson and myself for ‘All Veterans’, Ralph Lowe for ‘Commonwealth Airmen’, and Tim Cole for COPA. Delta’s traditional ‘Personal Contribution time’ followed, when participants who wish may reflect and reminisce about thoughts and family relevant to the occasion. The pro-

And other good stuff… The Mary and I were delighted in November to have COPA President Kevin Psutka and Maureen visit us, and to see the pics of their son Mark and his bride Stephanie’s fabulous wedding amidst the Vintage Wings Collection at Michael Potter’s Gatineau facility. The Psutka’s were in Vancouver for the ATAC Convention, and en-route for Australia for a well earned vacation in warm climes. And from Montreal a welcome call from my Number One Fan, Margaret Hofmann, to say how much she enjoys reading my stuff, and says I gotta keep doing it, or she’ll sic husband Frank, the fierce IAOPA guy, on me. Seems they and the Psutkas spent some time at the AOPA Summit in Palm Springs, where they have an incredible display of airplanes taxiing through downtown. Even floatplanes and jets! And sent me a picture to prove it. And kudos to Stearman rebuilder Kevin Maher of Duncan, B.C., for his fascinating presentation recently to Delta RAAC Chapter 85, on the history of Pratt & Whitney Engines They just keep going and going. Was sad to miss that! And that’s all folks…Happy New Year and a Maka Hiki Hou! Fly safe now! — Tony Swain & The Mary…

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Drugs, drugs and more drugs Fit 2013. Believe me when I affirm the old adage that “no one on their death-bed wishes they had worked more...”

Okay, back to drugs The following is an updated excerpt from a column I wrote back in 2009: Dangerous Cargo: (Pilots and Medication) Today more than ever, medications are forming the backbone of care in western medicine. While for the most part they are extremely effective at what they do, it is a rare case where a medication is “curative.” Rather, (with some exceptions), medications are required long term in order to continue to produce their beneficial effects. At the same time, every medication has the potential to produce undesirable side-effects (Try Googling the side-effects of Aspirin). Sometimes a second or third medication is required, just to balance the side effects of the initial drug! Furthermore, pharmacologists (the experts of medication design and use), tell me that anyone taking four or more medications concurrently are almost certainly going to experience drug interactions of one sort or another. Take home message? We all need to cautiously approach the topic of pilot fitness with medication. Prescriptions for Safety The good news is that for pilots who are otherwise medically fit, there are only a handful of medications which must be avoided altogether in order to remain flying. The following list is by no means exhaustive nor official, but is rather what I have gleaned from my review of the Transport Canada guidelines: Blood Pressure: guanethidine, hydrochlorothiazide (HCTZ); if taken in doses greater than

25mg per day (25mg or less are perfectly acceptable). methyldopa clonidine terazosin (Hytrin), doxazosin (Cardura), tamsulosin (Flomax); only if taken for blood pressure – not for urinary problems related to Benign Prostatic Hypertrophy (BPH). Asthma: aminahylline

Blood Thinners: warfarin; must be monitored closely and blood levels maintained in a very narrow range. Diabetes Medications: These medications are acceptable but there are a lot of stipulations regarding diabetes. Each diabetic pilot is treated as a special situation by TC and requires individual case review. Anti-depressants, Anti-psychotics, Stimulants: Again, these are special situations which are decided on a case by case basis, as much on the underlying condition as the medication involved. For example, with SSRIs (the most commonly prescribed anti-depressant family), depending on the dosage, TC wishes to see a pilot on a stable (unchanging), dose for a minimum of three to six months before fitness will be reinstated. This list represents the only medications I can think of which might of their own volition cause problems with obtaining flight fitness. In other words, if the underlying medical condition is not associated with flight fitness concerns, associated medications are also unlikely to cause problems for certification. And that’s about as black and white as I can make this subject. Really, as with everything in aviation medicine, it all depends on the bigger picture. It is obviously of critical importance that you review all

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Happy 2013 everyone! In the last few months I have received a number of questions on prescription medications and I think it is time to review that topic once again. Before we get too far into it though, I want to encourage all seven of you reading this, to pause and consider where you want general aviation to take you this year. Both as an emergency physician, as well as in my more respectable job as volunteer Medical Advisor to COPA, there is one important life lesson I witness over and over again in those I am attempting to help: Life is short. No matter how careful we are, circumstances will change and opportunities will disappear. Sometimes forever. If you are reading this article, most likely you have a passion for aviation (Alternatively, it may mean you have exhausted anything else worth reading in the bathroom). Either way, it behooves us all to consider what we would like to personally accomplish this year (in aviation or otherwise), and to start making plans for it. This is of course, a subject near and dear to my heart (Bad pun intended). As everyone is sick of hearing, in 2011, I lost my medical for eight months due to an electrical problem in my heart. I was lucky that my problem was curable and I got my medical back, but at the time it was equally likely I may have been grounded permanently. If that sort of “disaster” can happen to someone like me (health-conscious, early thirties, no previous medical issues), then it can happen to anyone. And it will happen to all of us, eventually. So don’t delay. If you have an important goal, or even just an idea of something you want to accomplish, take a moment to sit down and think about what you can do to make it a reality in

ended up with a ruptured ear drum. Had the instructor not been present, who of your medications knows what the outwith your CAME at come may have been. each medical. If that The bottom line thought is a worrying by Dr. Jonathan is: don’t fly if you one, I am certainly Wallace aren’t feeling 100%. happy to give COPA No pilot is fit to fly members a compliwhen they have a mentary quick unofheadache, earache or ficial opinion on their sore throat, etc. circumstances before O v e r- t h e - c o u n t e r they go see their medications may go CAME. a long way to makOther wholesome ing you feel better, advice: don’t take a but they only mask medication for the first time before you are sched- symptoms. The brain is certainly uled to take off! Plan ahead and not operating at full speed talk to your pharmacist or physi- beneath it all. As an aside, flying with cian about any new medication’s potential side effects (common over-tiredness and/or sleep depor uncommon), which might rivation is just as bad. Commerhave potential to compromise cial pilots, are wisely capped at a certain number of flight hours flight safety. Find out how long you need per time period, as are many to try the medication on the non-aviation professionals. Studies clearly show that after ground to satisfy yourself you won’t develop problematic side 16 hours of work (doing anything), reactions are equivalent effects while airborne. to someone with a blood alcohol level beyond the legal limit! Over the counter relief and If I reach the 16-hour mark in fatigue This is a no-brainer, but pilots my work day, I certainly would planning to fly should exercise never fly an aeroplane. As for caution when taking medications fatigue from flying alone as a that have not been prescribed by single pilot, (especially when a doctor. The logical first step is significant altitude is involved), I to look at why you are taking the find my personal safety limit is medication. If for example you somewhere around the seven or have a headache or a stuffy nose eight-hour mark. Even with is it really safe for you to be fly- breaks, I find my vigilance drops ing in the first place? (That’s a significantly after that length of rhetorical question by the way. time in the cockpit. Without a doubt, fatigue kills. The answer is: hell no!). I remember my ground school We’d all be wise to incorporate a instructor telling us about a stu- quick check of both our health dent he had taken up who started and fatigue levels before getting developing middle ear pain at the into an aircraft of any type. As always if you have any end of a lesson (The student thought he was probably okay to feedback, I appreciate hearing fly that day despite his sinus con- from you. Until next month, gestion). This instructor ended up happy flying, and see you in the flying around for an extra hour: skies! first going up to higher altitude to Dr. Jonathan Wallace is an relieve the student’s ear pressure and then very gradually descend- emergency physician, and former CAME. He enjoys taking to ing, allowing it acclimate. Fortunately the C-152 they the air whenever the sky over were in had extra fuel to permit Victoria turns blue. Contact him this, or the student may have at

Please send to: COPA, 71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2; Fax: 613-236-8646; E-mail:




Lest we forget

Eric Dumigan gives us a Remembrance Day pictorial from the cockpit. Above, the formation of Harvards from the Canadian Harvard Aircraft Association heads north up the Don Valley to make three passes over Sunnybrook Veteran’s Hospital.

Above: Looking down on the Camp X memorial in Whitby. At left: Harvard 3 falls into line astern for our second pass over Sunnbrook.

The Harvards form up over the Toronto Islands soon after take-off.

We over fly the Bowmanville ceremony, one of the larger gatherings in the Durham Region.

Below: A view of our smoke trail from the “Missing Man” Harvard as we pull up and out of the formation.




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06-08005........... $78.75 06-08010........... $82.75 06-08015........... 73&96 06-08020........... 7&96 06-00018......... 3-2&96 06-00314......... 3-:&:6


New Lower Prices!

GARMIN AERA 500, 510, 550, 560

LightSpeed Sierra ANR


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FAA F AA A AeroNav Charts In stock at Aircraft Spruce!

www a rcra spruce ca n o@a rcra spruce ca >=<;:9989768559:;4;637896786239;4;;10/<;63789678:7.>=<;:9989768559:;4;637896786239;4;;10/<;63789678:7.-

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Canadian Plane Trade 2 0 1 3 IS . B E F LINE D A DE AN. 11 J

Phone 613-236-4901 Ext. 106

Fax 613-236-8646

Email Publications Mail Agreement Number 40005288

COPA Flight Classified Section


1996 QUESTAIR VENTURE, 755 TT, IO550 755 SN, 45 SPOH. Cruise 240 knots. Ram air, electroair ignition, new mag, ME406, full IFR. Logs. Current CofA. $119,000. BC. Contact at 250656-6705. (30838)

1967 PA-31 PIPER NAVAJO 310, 6534 TTSN, 1298 SMOH L&R, 258 SPOH L&R, 530W, GDL 69 weather, 430W, GTS 800 traffic, HSI, Altimatic AP, 7/seats. Free heated hangar space until spring. $179,900. Greg 705-623-2500. (30968)

1947 CESSNA 140, 4425 TTSN, roues, ski, toiles dâ&#x20AC;&#x2122;hiver. BasĂŠ a Val Dor. $30,000. 819-860-1437 ou 819-824-3777.

1975 CESSNA 340 RAM, 5860 TT, 0/460 SMOH, Engine warranty, 50/50 SPOH, G430W, STEC 65 Alt preselect, radar, GAMI, SHADIN, JPI, Sat WX, A/C, full deice, 183 gal. $209,900. 514-9471638, (30604)

1949 PIPER CLIPPER PA16, 3260 TTSN, 1580 SMOH, 830 STOH, new prop, Narco Com810, 8.00x4 wheels. All ADs complied with current Annual. Always hangared. $23,000 OBO. 204-4718066, (31062)

GORGEOUS 1979 CESSNA 185F, 3160.2 TT, Sportsman STOL, Wing X, VGs, 406 ELT, 2 King KY96A, Mode C, Garmin Aera 550. Excellent performer, well maintained. $139,000. 250-7036323, (31064)

2008 TURBO T182T, 183 TTSN, G1000 avionics with GFC700 autopilot, hot prop, built-in oxygen, like new aircraft! Apex Aircraft Sales 905-4777900,

2005 CESSNA TURBO 206H / WIP3450 AMPHIBIOUS! 880 TTSN, WipTips (30 US), Co-pilot Door, 3800#Gwt, G1000 avionics, WX500 Stormscope. Asking $489,900 CDN. Apex Aircraft Sales 905-477-7900, (31216)

1969 CESSNA 172K, 5057 TTAF, 2140 SMOH, 801 TTSN prop, 1 NAV/COM, Mode C, ILS, ADF, IFR certified. New paint 2003. Hangared CYOO. ½ share $26,500. Contact John 905-434-0517, (31220)

1985 BUSHMASTER 2-PLACE U/L, rebuilt 07 80 hp Turbo Geo, Raven Redrive, new instruments, fabric, Hipec paint, 2 GPH cruise, dual 7 gal tanks, Zenair floats, 12" skis. $18,000 OBO. Thessalon, ON area. (31224)

1973 CESSNA 150-L, 1634 SMOH, 5165.55 TTSN, 183.15 SPOH. New cylinders. Horton STOL. $23,000 OBO. Flies amazingly! Call Steve 905-985-3583.

1956 CESSNA 172 DELAIR 180, 5300 TT, 40 SMOH, firewall forward. 65+ Invested. Reasonable offers considered! Please visit for details or call 250-791-5621. Serious inquiries only please. (31002)

DEHAVILLAND DH 82C TIGER MOTH # 1384 TT 2323 hrs. Engine Gypsy Major 611 TT. New tires, new glass, new Annual on delivery. Flyable museum quality. $95,000. or 705-687-4343. (31020)

2007 JETEXEC 160 HP TURBINE HELICOPTER, 40 TTSN. Professionally built, loaded with extras. $124,500. For details and pictures go to or call 705-325-5515.

PIPER PA-23-250 TURBO AZTEC â&#x20AC;&#x153;Fâ&#x20AC;? 1976, 3135 TTAF, 773 TSO, Garmin GNS 530, full de-ice. Contact John Hopkinson & Assoc. at 403-2919027.



58P BARON, 5000 TTSN, low eng times, new 200 gal tanks, Garmin 530. Fresh Annual. Always hangared and CDN reg. CGDAL. 204-3257206. (31225)

1966 CESSNA 172G, 2399.4 TTSN, 613.1 SMOH, NARCO 810 audio, 4/pl Icom, EDO 2000 floats, Federal 2500 skis 0 TT since rebuilt. HD wheel gear, 2/props, winter covers, EBC ELT. $69,000. 705-642-3133. (31237)


1984 LAKE LA4-200(EP), 1043 TTSN, 3 hrs since Bulk engine inspection/repair, well maintained. Fresh Annual, cargo door, aux tanks, Mode C, JPI Fuel Scan, Batwings. CYXU. $84,500. (31198)



1946 PA11, 260 SMOH, full electrics, leather interior, GPS, Mode C, intercom, VGs, tarps, completely rebuilt 10/10 across the board. Always hangared. $39,500. 519-496-2240. (31228)

This monthâ&#x20AC;&#x2122;s PHOTO CLASSIFIEDS are on pages C-1, C-2, C-5, C-8 & C-9




  > Pilots Helping Pilots Questions? Feel free to call or email us! Phone: 1.888.256.1106 Fax: 519.648.3466

The upda The updated ted S Sharper harper E Edge dge manuals ar are e her here! e! G Get et yyour our ccopy opy no now wb by y visiting our online st store ore or if yyour our ar are e near the W Waterloo aterloo A Airport irport yyou ou ccould ould also stop stop by by our P Pilot ilot S Shop hop as w well. ell. A Ass one of C Canadaâ&#x20AC;&#x2122;s anadaâ&#x20AC;&#x2122;s most in demand ttextbooks extbooks they they will sell out quick quickly, lyy, so or order der yyours ours ttoday! oday! Now a Now available: vailable: Private, Private, C Commercial, ommercial, A Airline irline T Transport ransport P Pilot, ilot, Instrument Rating Rating. ating. nstrument R ating and IInstructor nstructor R w w



This monTh’s feaTured lisTings

1946 PIPER J3, 2425 TSN, 550 TSOH, 340 SN propeller, extensive restoration completed in 2006. $37,500. Contact at 250-554-2616 or (28689)

NEW 2011 MURPHY MOOSE, 30 TTSN, 360 hp M14P radial, Garmin transc., Mode C xpdr, Dynon EFIS, grt EIS. CofA. Winnipeg. $132,000 OBO. 204-795-2445, (28995)

PIPER PA24-250 COMANCHE, 4100 TT, 1075 SMOH, fresh prop, King Avionics, S-Tec 50, Storm Scope, hangared. $69,900. 519-4288014. (29680)

1980 CESSNA 182TRG, O-540, Horton STOL, VGs, dual NAV/COMs, xpdr, auto-pilot, ADF, GPS, audio panel, Glideslope, oxygen, 3968 TTSN, 1802 SMOH, 82 hour McCauley. Annual July/11. Asking $110,000. 250-500-1492, 250775-1593. (29681)

1972 PIPER SENECA 1, 7939.2 TT, 1349/1349 SMOH, 60 SPOH, 2011 Garmin 430WAAS GTX330 GMA340 ADF DME, 406 ELT. New paint 201.1 Annual Sept 2012. Located CYXC. $109,000. Contact Kevin at 250-421-1442 or (31014)

CESSNA 172H, a delight to fly! 2493 TTSN, 700 SMOH. New 406 ELT. Annual June 2012. At CNY3 Collingwod. $37,500. All offers politely received. Contact Jim at 705-489-1684 or (31132)

FLEET CANUCK 80, 4778 TT, 1425 SMOH, C8512J, starter, alternator, nav lights, handheld GPS/radio, intercom, fabric ok, recent windshield. Skis, 4 gph. YHU. $27,500. 514-9496981. (Classic Fleet Floats extra $8,000). (31201)

PA 22 TRIPACER ON OM, 2850 TT, 1095 SMOH. Modern avionics, AV Map EKP IV GPS, Bendix KY97A, PCAS, Digital Fuel Gage. Fabric redone in 2008. Purchasing floatplane. $26,000 OBO. 306-420-7178. (31206)

FIRST OF THE M-9 SERIES JUST RELEASED, 2012 Maule M-9-235, 235 hp IO540, 3/bl prop. Mode C, GNC XL GPS. LRF (85 US gals). Red leather. $60,000 discount = $224,245 US fob factory. 514-570-5369, 204-745-3122. (31217)

2006 CIRRUS SR20-G2, 688 TTSN, 2/WAAS G430Ws, Avidyne & DFC90 Autopilot on warranty, $194,900. Will consider offers, trades, or ½ share $100,000. CSG3. Annual Due Nov/2013. 450760-3919, 704-756-7168. (31219)

1974 REIMS FT337GP, 1547 TT, Wingtip strobes, full de-ice boots, factory corrosion proofing. Tan leather seats. All logs. NDH. Fresh Annual. $150,000. or 250-6567627. (31221)

1979 PIPER NAVAJO CHIEFTAN, 10200 TT, 680 SMOH/680 SMOH. New paint, full de-ice, new 10/pl interior, crew and cargo, New tires and brakes. Fresh Inspection January/2012. $295,000. or 250-656-7627. (31222)

1981 CESSNA TU206G, 1184 TTAF & E, EDO 3500 amphibs, wheel gear, IFR, Tanis heater & winter cowl cover. Ext 8.5, int 7.5, NDH. Hangared. Asking $189,000. Bill 416-666-2434, Paul 416-438-5985. (31226)

1976 ENSTROM HELICOPTER 280C, 1337 TTSN, KT 76 Trans, KY97A radio. New Lamiflex bearings, new glade tape, floats, dolly, some misc. parts. Always hangared. Major rework last few yrs. $124,000 OBO. 709-682-2939. (31227)

1960 PIPER PA24-250 COMANCHE, new paint, 4100 TT, 1075 SMOH. Fresh prop, King avionics & GPS, S Tec A/P. Nice interior. Hangared. Phone 519-428-8014. (31232)

1982 YAK-52, 360 hp M14P, 1250 TT, +7/5G (spar mod completed), auto-plug conversion. CDN registered. Always hangared, $59,000. Call 780-758-4147. (31234)

BEAUTIFUL LAKESIDE EXECUTIVE HOME. Next to Signature Resort. 1.25 serene acres on Rice Lake. Newly renovated by professional designer, 2 + 1 spacious bedrooms, 3 bathrooms. Airstrip/seaplane base on site. 705-295-2118. (31200)

UNIVERSAL CONTROL LOCK, locks rudder, ailerons, and elevators on all yoke control style aircraft. Installed and removed in seconds from pilot seat. Triton Enterprise. 705-665-0901. (30998)

Buyers are recommended to check with the original manufacturer to ensure that structural and airworthiness requirements are met.

Photo Classifieds WORK! Photo classifieds are featured this month on pages C-1, C-2, C-5, C-8 & C-9



Photo classifieds are on pages C-1, C-2, C-5, C-8 & C-9

Classified Deadline Dates Classified ads received after the deadline have the option of running in the “Last Minute Ads” category. All ads are posted on COPA’s website. Photo ads are posted on the website in full colour.

ing 0% Financ for the !! First Year!




3010 Aviation Way, Kamloops, BC, V2B 7W1


Also Available:

Tel.: 250-554-2616 Fax: 250-554-2215

• 2011 Brand New Diamond DA20 G500: Factory New, Full Warranty, Garmin G500 Glass Cockpit, Synthetic Vision, Leather, 138kts at 5.5 gph! • 2012 Diamond DA40 XLS: Factory New, 2 Year Warranty, G1000 w/GFC700, WAAS, TAS 600, Leather, Synthetic Vision, Much More!

AIRCRAFT SALES • 1976 Cessna Turbo 210L, 3450 TSN, 575 SMOH, 35 Since New Prop, King Avionics with HSI, RSTOL, RAM 310 HP, Gear Door Mod, Good Paint and Interior....$140,000 US • 1976 American Champion 8GCBC, 1753 TSN, 818 TSOH, New L/R Fuel Wings, Fabric, Paint and Interior, EDO 2000 Floats ............................................................$89,500 CDN. • 1975 Cessna A185F, 5364 TSN, 322 TSOH, 395 SPOH, EDO 2960 floats ...$129,900 CDN. • 1975 Bellanca 8GCBC Scout, 1700 TSN, Tundra Tires, Recovered in Ceconite 2003, Requires Left Wing Spar Replacement ............................................................$35,000 CDN. • 1968 Cessna TU206C, 9022 TSN, 176 TSOH, 00.0 SPOH .......................................$69,900 CDN.



AMO #59-96


• 1968 Piper Comanche 260B, 3400 TSN, 1450 TSOH, Garmin 430 WAAS, 340 Audio Panel, 327 Transponder, A/P.......................CALL • 1961 Cessna 185, 3150 TSN, Engine 25 SFRM, Propeller 25 TSN, Edo 2870 Floats, New Paint, Everything New or Overhauled Firewall Foward ...........................REDUCED! $125,000 CDN. • 1946 Piper J3, 2425 TSN, 550 TSOH (85 HP), 340 SPOH (Metal), Full Restoration in 2006 ............................................................$37,500 CDN. • PK4000 Floats, Cessna 207 and Helio, 200 hrs. Time Since New ......................................CALL • Federal 3200 Skis with Cessna 180/185 Rigging ..........................................................$9,500

NDT • Propeller Balancing • Engine Modifications


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New Cessna 350 and 400 – Call us for information! 2012 Cessna 172S, G1000/GFC700, Like New! 50 TTSN! ....................................$275,000 USD 2012 Vans RV9 Kit, New, No Assy! ..............................................................................$33,000 2008 Turbo 182T, 183 TTSN, G1000w/GFC700 Autopilot! ....................................$325,000 US 2006 Turbo 182T, 248 TTSN, G1000w/Avidyne TAS600! ......................................$289,900 US 2005 Turbo 206H, 880 TT, 3450 Amphibs, Flint Tips!.................................................$489,900 2004 Maule MX7-180, 460 TTSN, Wheels & Skis, A Beauty! ................................$114,900 US 2003 Cirrus SR22, 1145 TT, Garmin Glass Panel and TKS De-ice! Exc Maint! ......$215,000 US 1999 C182S, 3300 TT, 1200 SMOH, NAVII w/G400 GPS/WAAS .............................$140,000 US 1992 Bonanza F33A, 10486 TT, 1422 SMOH, King Digital, Seneca Aircraft!..........$105,000 US 1982 Archer, 419 SM, King w/STEC AP, Recent Annual! .........................................$74,900 US 1980 Turbo Arrow IV, 2748 TT, 1066 SM w/Recent Engine Work, Merlyn Wastegate ....$69,900 US 1980 Mooney 201, 4474 TT, 1292 SM, Fast/Economical RG! .......................................$80,000 1979 C180 Floatplane! 2850 TT, PK3000's! ........................................................$169,000 USD 1979 C414A, 6466 TT, 250/750 RAM, Known Ice! ................................................$424,900 US 1978 Baron B55, 2223 TTSN, 315 SMOH, Full DeIce, Garmin GNS530 GPS!........$145,000 USD 1977 Turbo Aztec F, 2507 TT, 439 SM, Full De-ice! LRF! .....................................$154,900 US

1976 Bellanca Decathlon 8KCAB, 675 TTAE, Repainted in 1998! .........................$59,900 US 1976 C414, 5811 TT, 10/1300 SM, Known Icing! ..............................................$199,900 US 1975 C421B, 5114 TT, 356 SM, De-ice, Air, LRF (222 US Gal.)! ...........................$225,000 US 1975 Mooney M20E, 2328 TT, 1230 SM, Three Blade Prop!....................................$54,900 US 1975 Super Viking, 1312 TTAE, Garmin 530! .......................PRICE REDUCED TO $59,900 US 1974 Aztec E, 9390 TT, 1635/1441 SM, Garmin 530, Ext Maint! ............................$99,900 US 1972 Baron 58, 5534 TT, 393/646 SMOH, King Digital, CIV, Full Deice! ................$169,000 US 1992 Bonanza F33A, 10486 TT, 1422 SMOH, King Digital, Seneca Aircraft!......................CALL 1971 Cardinal FG, 3783 TT, 620 SMOH, Recent P&I, Ext Avionics Refurb................$75,000 US 1970 Mooney Exec, 2300 TT, Ready for Paint............................................................$40,000 1968 Piper Navajo, 7673 TT, 1685 L&R, Full De-ice, Nayak Tanks, All New Glass!..... $84,900 Piper J3 Cubs, Two to Choose From, Plus a Super Cub!...................................................CALL Cherokee Six/260, 4400 TT, 1450 SMOH, Very Clean, Exc P&I! ....................................$54,000 Hangar for Sale in Burlington w/Door/Motor/Concrete Floor! ...................................$60,000 Hangar for Sale in Collingwood w/Door/Motor/Heater/Insulated ............................$100,000 Seawind, Partial Assy done.........................................................................................$80,000



INDEX 005 010 015 020 025 030 035 040 045 046 048 050 055 060 065 066 070 075 077 078 079 080 085 090 095 100 105 110 115 120 125 130 135 140 145 150 152 155 160 165 170 175 177 180 185 190 194 195 200 205 210 215 220 225 226 230 235 240 245 250 255 260 261 265 270 275 280 285 290 295 300 305 310 315 320 325 327 330 335 340 345 346 350 355 360 365 368 370 375 380 385 390 395 400 405 410

Aero Commander Aeronca Aerospatiale Amphibian Beech Bellanca Britten-Norman Cessna Citabria Cirrus Commonwealth de Havilland Diamond Ercoupe Fairchild Financing Fleet Floatplane Found Helio Courier Generators Grumman Gyroplane Helicopter Highlander Homebuilt Lake Luscombe Maule Mooney Murphy Navion Piper Pitts Rallye Rockwell Scout Seabee Starduster Too Stearman Stinson Swift Lost or Stolen Taylorcraft Ultralight Warbird Zlin Aerial Photography/ Advertising Aerial Touring Aircraft Ferrying Aircraft Painting Aircraft Wanted Antique A/C & Parts Aviation Art Aviation Services Avionics for Sale Avionics Wanted Balloons Books/Manuals Blocktime Business Opportunities Computers Destinations Employment Wanted Engines for Sale Engines Wanted Flight Simulators Floats for Sale Floats Wanted Fly-In Resorts Hangar Space Help Wanted Flight School Leasing/Rentals Legal Services Miscellaneous Maps Noticeboard Parachutes Parts for Sale Parts Wanted Powered Parachutes Professional Services Propellers for Sale Propellers Wanted Real Estate Sailplanes Share or Partner Skis for Sale Skis Wanted Tiedowns Thefts Title Search Trade or Sale Travel Information FBO

Published by the Canadian owners and Pilots association PUBLICATIONS MAIL REGISTRATION No. 09878 • ISSN 1707-2034

10 aeronca TWO CHAMPIONS TOTAL RESTORATION, C90, 82 SMOH. New xpdr, intercom radio. Cleavland Scott, tires, upholstery, strobe, greenhouse, roof, wheels, skis and floats. 780-8263684,

20 amphibian SEAWIND 300 AMPHIBIAN, 4 passenger with 4.3 litre all aluminum Chev. racing engine c/w 500 hp gearbox, new C/S Whirlwind 400C 3/bl prop, instruments, electronics, landing lights, strobes, electric water drive etc. Sleeps two. Requires painting, upholstering, some finishing touches and final inspection. $80,000. Location Burlington Air Park, ON. Contact at 250-927-4575, 250-752-4988 or

25 Beech PARTING OUT BEECHCRAFT MUSKETEER A23-19, O-320-E2C, no prop, instruments or avionics. Take everything $4,900. Individual parts negotiable. Contact at 604-740-7000,

40 Cessna 1953 CESSNA 180, 9609 TT, 258 SMOH, 0-470 R, Edo 2870, Airglass L3000, Skis, 15 GAL. Aux fuel, King VHF, xpdr, 406 ELT, GPS, wing-engine covers. $95,000. Contact at 807220-0967. 1970 CESSNA 150K, 2650 TTSN, 1700 SMOH, Icom intercom. Annual done Sept 2012. $22,000. Mark 613394-5521. 1976 CESSNA A185F, 978. 7 TTSN, 154.2 SMOH, 0 SPOH 254 SN. New LRF bladders, dual KX155 radios, KMA24 panel, PK 3500/hatches, fresh water, wheel gear, new glass, etc. Fresh Annual. $210,000. No tax. 705-321-9935. CESSNA 150, in OM taildragger, new CofA. Excellent condition. Asking $25,000. Please call 418-461-2291 for more information. CESSNA A185F 1974, 2700 TTSN, 700 SMOH, 140 SM, IO-520 engine, EDO Floats 3430, wheels, Hartzell 3/bl, STOL Robertson, King radio, intercom, xpdr, electronic EGT, 406 MGHz ELT. $160,000 CDN + taxes. 819-295-3700.

100 homebuilt MOVING, MUST SELL PARTIALLY BUILT MJ-5 SIROCCO, all materials to finish $3,500 CDN. Zenair 601XL plans, 701 plans, RV-9 emp and wing kit, emp finished, one wing partially done. New Pietenpol, tandem, fresh C-90 0 TT, 0 TTAF, new 406 ELT. $15,000. NEW QUICKIE 2, all 0 time, Revmaster 2100 Dual Mags. NAV/COM, VOR, ELT, electric compass, cruise 145 MPH at 3.5 Gal p.h. Beautiful paint. Must sell. $15,000 OBO. 250-2956737.

It’s better to be on the ground wishing you were flying... than to be flying wishing you were on the ground!

100 homebuilt

135 Piper

ZENITH 250 with two sets of wings, Tri-Pacer less eng. Swallow for display only. 125 hp Lycoming. Lots of homebuilder parts. 519-453-2579.

115 maule

1958 PA-22-160, this aircraft has had extensive upgrades including new engine mounts, exhaust, mags, etc. 1155 TTE, 3473 TT. All ADs and current Annual. $29,500 OBO. 403-790-3694.

160 starduster-Too

1984 MAULE M-7-235, 235 hp IO540, fuel injected, 972 TTAF/E, recent STOH end, excellent radios, Mode C, 4/pl intercom & dual PTT, lifetime struts, EDO2440B floats (no salt), currently on wheels, 3/bl prop. NDH. Complete logs. Well maintained A/C. Lost medical, must sell. Would entertain part trades (classic car, truck, BC property). Motivated to sell. $110,000. Contact at 250-801-0028.

120 mooney

STARDUSTER-TOO BIPLANE, was flying USA, 188 hrs, flies on Grove Gear, Chev wheels, wings, flying wires, no eng but have 0-360 & prop avail. Without eng $12,000. With eng & prop $23,000. 519-461-0274.

Buyers are recommended to check with the original manufacturer to ensure that structural and airworthiness requirements are met.


1975 M20C RANGER, eng 344 SMOH, 344 SMOP, flow through power boost to 204 hp, recent paint, leather int, KMA 20 audio panel, 3 LGHT MKR, Narco 810 COM, KR 87 ADF, 170B NAV COM, KT 76A xpdr w/enc, intercom, cowl closure. All ADs, immaculate. $59,900. Ron 306-222-8339.

Flying tomorrow? Join COPA today!


NORTHWEST TERRITORIES, NUNAVIT, AND YUKON 867 (all three territories) BRITISH COLUMBIA 250 (Victoria, Prince George, Kelowna) 604/778 (Vancouver, Surrey) ALBERTA 403/587 (Calgary, Lethbridge, Medicine Hat) 780 (Edmonton, Fort McMurray)

Intensive Ground School • Three-day preparation for Transport Canada exams • Montreal area

SASKATCHEWAN 306 (all of Saskatchewan)


MANITOBA 204 (all of Manitoba)



ONTARIO 416/647 (Toronto) 519/226 (London, Windsor, Kitchener) 613 (Ottawa, Kingston) 705 (Sudbury, Sault Ste. Marie, North Bay) 807 (Thunder Bay, Kenora) 905/289 (Hamilton, Niagara Falls, Mississauga) QUEBEC 418/581 (Quebec City, Rimouski, Chicoutimi) 450 (Laval, Longueuil) 514/438 (Montreal) 819 (Sherbrooke, Trois-Rivieres) MARITIMES 506 (New Brunswick) 709 (Newfoundland) 902 (Nova Scotia, Prince Edward Island)



This monTh’s feaTured lisTings

2003 DA20-C1, 4780 TTAF, 16 SMOH, Cont IO240. Garmin SL40 Com, Bendix King 135A GPS/Comm, GMA 340 Audio Panel, Garmin GNS430, Gtx 327 Trnsp. $75,000. Jeff 519-4699262, Dennis 519-402-2199. (31205)

1973 CESSNA 180J MODEL FLOAT PLANE, all logs SN. 4600 TT 0 hrs SNtop 260 hp conversion, 6 new nickel plated cylinders, 94 TTP. New starter, muffler, Selkirk interior and seats. Garmin 696, fuel analyzer, 3190 upgross STD over 1,100 lb useful load. Horton STOL, large tanks. $160,000 on Edo 2960. Also available brand new wip 3000a Amphibs. 905-208-0726.

COPA CARES ...about the future of General Aviation in Canada

Join and Support Canada’s largest association of pilots and aircraft owners

For FREE information please write:

Canadian Owners and Pilots Association 71 Bank St., 7th Floor Ottawa, ON, K1P 5N2 Tel.: 613-236-4901 / Fax: 613-236-8646 Web site:

WANTING TO TRADE FOR A SET OF 16001.800 LB AMPHIBIOUS FLOATS: A new NGH portable indirect fired 400,000 BTU/h towable heater used exclusively by USAF worldwide. Self-contained with a built-in Yanmar diesel, and uses fuel oils, JP, diesel, etc, for the burner and fan. For heating hangars, ramp facilities, mechanics quarters, preheating engines, widebody fuselages, construction uses, etc. Toronto. 416-5262602. (31238)

This month’s photo classifieds are on pages C-1, C-2, C-5, C-8 & C-9

Great Deal for COPA members on AOPA Pilot Subscriptions! COPA and AOPA have once again teamed together to provide a great member benefit for COPA members. For many years COPA and AOPA offered subscriptions to AOPA Pilot magazine, access to the AOPA members only section of the AOPA website and pilot assistance services for $58 (Cdn) per year. Now the same package is available for $ (U.S.) This improved program also includes faster service – subscriptions are now arranged by contacting AOPA directly at 1-800-872-2672, or via the AOPA web site at Don’t forget to quote your COPA membership number. You will receive 12 issues of

AOPA Pilot, Martin Robert Aircraft Purchases & Sales

819-538-8623 Cell: 819-536-9803 Fax: 819-538-1062

C.P. #9, Lac-à-la-Tortue, (Qc), G0X 1L0 EXCLUSIVE DEALER IN QUEBEC

1958 PIPER PA18A-150: 4813.3 TT, 389.3 (Lycoming 0-320) SMOH, 49.9 McCauley 1A175 82/41 (new) SPOH, Bendix/King KX 92 com, Garmin GTX 320A xpdr Mode C, Flightcom 403 intercom, Digital E.G.T/C.H.T CYL temp, Garmin Aera 500, EDO 2000 floats, Whelen strobe light tail, Interav alternator, bracket air filter, Airglas cargo pod (170 lb. max.). Ext. red on white 8/10, int. 8/10. $99,500.

a special pass code to allow you access to the AOPA “members only” website and access to pilot assistance for flying in the USA. This ffer special o to en is only op bers em COPA m e wh o a r Canadian . residents

Visit us at:

Info-To-Go Builders’ Handbook

Info on the documentation required by Transport Canada to register your aircraft in the Amateur-Built Category, CofA, CofR, Inspections, Check Lists, 51% Rule, High Performance Aircraft/Rating, IFR, Aerobatics, ADs, etc. Now includes CARs 507 permitting 5000 pound gross weight, importation of homebuilts constructed outside of Canada and allowing professional assistance during the construction of your aircraft. For your free copy contact:

HANDBOOK, 2348 Garnet St., Regina, SK, S4T 3A2 Tel.: 306-352-6442 Fax: 306-565-0694


COPA is personal aviation Join now and support aviation in Canada today! Membership benefits include: • Information • Representation • Insurance • Assistance • Friendship

Membership Benefits • Freedom to Fly representation to all levels of government • Information - 12 issues of COPA Flight per year • Discounts on aviation products, services, car rentals and accommodations • Pilot insurance • Fly-ins and seminars

For more information

613-236-4901 Fax: 613-236-8646 E-mail:

MEMBERSHIP APPLICATION & RENEWAL FORM New ❐ Renewal ❐ Membership Number: _______________ Name: _________________________________________________________________ Address: _______________________________________________________________ City: __________________________________ Province: ________________________ Daytime Tel. #: ___________________________ Evening Tel. #: ___________________ Email address: __________________________________________________________

Membership Fees

Membership All funds in Canadian AB, NT, NU, YT, dollars, taxes included MB, QC, PE, SK

1 Year Regular 1 Year Family 3 Year Regular 3 Year Family

$60.90 $82.95 $165.90 $232.05

Voluntary Donations to: *You will receive an income tax receipt for your charitable donation.

ON, NL, NB $65.54 $89.27 $178.54 $249.73



Amount Foreign Address Fees Outside of Canada

$66.70 $90.85 $181.70 $254.15

$64.96 $88.48 $176.96 $247.52

$79.00 $105.00 $221.00 $285.00

___________________ ___________________ ___________________ ___________________

Special Action Fund ___________________ Neil Armstrong Scholarship Fund* ___________________ COPA Flight Safety Foundation* ___________________ (All prices in Canadian funds) TOTAL: ___________________

Family Membership: (Please list family member’s name below. Each will receive their own member card.)

Name: Name: Name: Name:

_________________________________ _________________________________ _________________________________ _________________________________

Date of Birth: Date of Birth: Date of Birth: Date of Birth:

_________________ _________________ _________________ _________________

Payment Information: Cheque ❐ Visa ❐ MasterCard ❐ Credit Card Number: __________________________________ Expiry Date: ___/___ Name On Card: _____________________________ Signature: __________________

Canadian Owners and Pilots Association 71 Bank St., 7th Floor Ottawa, ON, K1P 5N2 Tel.: 613-236-4901 Fax: 613-236-8646 E-mail: Web site: Please clip and return this form by fax or mail.



185 ultralight BEAUTIFUL SINGLE-PLACE BUCCANEER, with electric start 503 dual ignition motor and four-blade carbon fibre prop. $14,200. Also a Nordic 11 without engine or prop. Chrome molly frame Ceconite covering and freshly done wings in Ceconite. All gauges except alt. Two place side-by-side. $8,200 OBO. for photos.

215 aircraft Wanted CASH FOR YOUR AIRPLANE, damaged, derelict, parts projects. Also have wings, tails, engines, exhaust, struts. Parts for Seminole, Mooney, 177B, 150, 152, 172, Viking, Citabria, Apache, Midget Mustang. 519-4532579.

255 Business opp. ESTABLISHED CANADIAN AVIATION HOLIDAY CARD COMPANY FOR SALE. Runway 01 has been Canada’s leader in the sale of aviation greeting cards for over 10 years. Owners are looking to spend more time with their family. Turn-Key business with website that would be ideal for a COPA Flight to run, or a pilot shop, aviation museum or individual that just loves aviation. For info please e-mail at or call Rick at 905-649-8406.

260 Computers

270 engines for sale O-360 FROM CHEROKEE 180, 1575 TT, 600 on Milleniums, complete logs and props. $15,000. O-360 from Brantly, converted to Horiz, use 1200 hrs, complete slicks, Skyteck prop avail. $12,000. O-360 from Warrior, 2400 bottom, 40 chrome top has mags & prop gov, no starter or alt. $10,000. I0-540 from Hztec, 2000 TT, 12 on top, new pistons comp, no starter or alt. $9,700. O-235 from 152 in pieces, good crank, needs cam & lifters. $3,000. 519-461-0274. O470R, blk and cam shft, crank and access case, 1330 SFRM. $2,900. 0470R Clyd 6 total; 3 chrome, 3 nickel, all under 200 hp SMOH. $500 each. Ron 306-222-8339. LYCOMING O-360-A1A, 180 hp “0” TTSOH. $23,500 outright. Contact or call 705325-5515. LYCOMING O-235, 2500 SMOH, starter, carb, logs, $3,850. CONTINENTAL 0-470R, 1500 SFOH, starter, mags, logs, $4,900. Phone 519-4288014.

300 hangar space CONTRACT FOR HANGAR MATERIALS, 20% deposit for 5 x 2,000 sq. ft. (10,000 sq. ft. total) insulated steel row hangars with electric bifold doors. Engineering complete. Purchase price $135,000+HST. Asking $30,000. 807475-7443.

Humphrey Aircraft Services Located on the water in the heart of SAULT STE. MARIE, Ontario

AMO 52-93 Inspections ◆ Repairs ◆ Rebuilds ◆ Welding ◆ Parts Aircraft Import & Export SKILLED ◆ EXPERIENCED ◆ DEDICATED 100 LL FUEL AT THE DOCK Convenient Customs Clearances Phone: 705-759-2074 ◆ Fax: 705-759-0038 Email:

CYKF HANGAR 50 X 40 FOR SALE, new construction, 42 ft. bi-fold door, insulated, available January 2013. $120,000. Contact at 519-568-7491 or

Aircraft Sales & Consulting Buyers are recommended to check with the original manufacturer to ensure that structural and airworthiness requirements are met.

Celebrating 10 YEARS in business!

705-544-5469 HENRI LAURIAULT Fax: 705-544-5479 BOX 766, ENGLEHART, ON, P0J 1H0 E-MAIL:

Check our web site:

3000E CAP with 180 rigging, located Price Albert. $2,800. Call Ron 306222-8339. EDO 2870S all rigging for C-180 located Grassy Lake, ON. $5,000. Contact Akela Aircraft Repair at 705-866-2246. MODEL PK C3500 FLOATS removed from a Cessna 206. They are in good shape, come with the attaching hardware. $8,500. Call Colby ext. 229, Preferred Airparts, 800-433-0814 US/Canada; OH/ 330-698-0280.

265 employ. Wanted

NEW AND USED FLOATS, 1400 2200, 2,500 + 3,500 lb, displacement. Contact at or 519225-2399.


WANTED FLOATS FOR CESSNA 172 (EDO 2000). Contact Dan at 506-7369958 day, 506-735-7119 night or by email at

285 floats for sale

ACE YOUR TRANSPORT CANADA EXAM with the All New Tomvale Groundschool Software. Includes everything needed for any aeroplane or helicopter exam. Interactive and self-evaluating. From $139. For details see or phone 613-479-2625.

ATPL SEEKS PILOT POSITION, TT: 22110:00. Jets: 7403:00. Turboprops: 9500:00.

290 floats Wanted

PIERRE GIRARD AVIATION Floats and wheel skis Tel. & Fax: 819-438-1758

NEIL ARMSTRONG SCHOLARSHIP FUND Administered by the Canadian Owners and Pilots Association under the COPA Flight Safety Foundation Inc.

HKS distributor and approved repair center for HKS, 60 and 80HP available

Sky Raider distributor for Eastern Canada

Tel.: (450) 446-7400 - Fax: (450) 446-8069

The Canadian Owners & Pilots Association maintains an aviation scholarship fund in memory of Neil Armstrong. Contributions may be deductible and interest on the funds can be tax exempt. For more information, see the COPA web site: Click on ‘Scholarships’ or contact the COPA office. The following contributors to the fund have been updated for this month: BOWLES, DREW, ON BARRACLOUGH, DAN, BC HOLTBY, ROBERT G., BC HAMELIN, ALAIN J., ON CHAMBERLAIN, RONALD, ON REED, ALBERT G., ON RODDICK, JOHN H., ON SCHOLLIE, THOMAS G., AB BOND, JAMES M., NS NEUBARTH, DIETER R., ON PUGH, JAMES R., MB PETACCIA, ETTORE, QC BAKER, DAVID R., ON CORRIGAN, WILLIAM D., ON CAMPBELL, HOWARD, ON MCDONALD, ED, AB DONOGHUE, LARRY A., ON MIDDLETON, JOHN P., BC PULLEY, CHRIS, ON REMINGTON, BARRY D., ON



Donations to the fund, directly or in memory of someone, can be made at

COPA, 71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2 Tel.: 613-236-4901 Fax: 613-236-8646



This monTh’s feaTured lisTings

1949 STINSON 108-3, 0470R, EDO 2425, wheels, 2558 TT, 430 SMOH, CS 82 McClauey, 15 SPOH, Garmin SL 40, DG, 65 US gals. Annual 07/12. $60,000. Contact at 250-709-2682 or (30836)

1974 LAKE LA4-200, 400 SMOH, IFR, Strikefinder, digital xpdr, bat wings, wing tip extensions, new floor, paint good, overhauled cabin heater, Century A/P coupled to GPS/VOR, auto sump, CHT/EGT. $70,000. 905-336-3289. (30983)

1969 C180H C-FYGA, 8720 TT, Continental O470 SMOH 284.1, McCauley 86.1 SPOH. CAP 3000 floats W/hatches. Narco COM 120, King KY92 COM, ADF, xpdr Narco. 4/pl Intercom, 406 ELT. 905-677-7985. (30721)

1976 182P SKYLANE II, 2650 TT, approx. 1200 SMOH, GPS, Mode C xpdr, Loran C, 4/pl intercom, 3/bl prop 0 TT, Narco radio. CofA Nov/ 2012. Always hangared. $80,000. SK. Ed 306773-8944, 306-241-5827. (30877)

1969 CESSNA 150J, 6700 TT, 2200 SMOH, Madras STOL. Avionics, interior, compressions excellent. Paint fair. $17,000. For photos and details see 613-4792625. (30757)

1972 CESSNA 182P SKYLANE, 2950 TTSN, 0 SMOH, 45 SPOH, 2 new 300s, 300 ADF, KT76A/enc, Navomatic 300, 4/pl Intervox, excellent paint & int. NDH. $125,000. 514-968-4995, 613-551-3073. (30576)

1976 CESSNA 172M, 1610 TTSN, 0 SMOH, RAM STC almost 180 hp, 0 SPOH, new MX300, 300 ADF, xpdr/enc. int. like new, solid low time 172. $79,900. 613-933-3781, 518-968-4995.

This month’s PHOTO CLASSIFIEDS are on pages C-1, C-2, C-5, C-8 & C-9

Buyers are recommended to check with the original manufacturer to ensure that structural and airworthiness requirements are met.

MDM on staff and on site. We can carry out your Import/Export on site from start to finish.


Cessna Caravan Full deHavilland Line Beechcraft

Inspections Paint Refinishing NDT Repairs and Modifications • Complete Interior Refurbishment • • • •

AIRCRAFT FOR SALE • NEW PAINT – Piper PA24-250 Comanche, 4100 TT, 1075 SMOH, Fresh Prop, King Radios & GPS, S Tec A/P, Nice Interior. • Parting Out – Cessna 152, 172, 185 – Call with your requests • LYCOMING - O-235-L2C, High Time, Logs, $ 3850.00 • CONTINENTAL - O-470R, 1600 SFOH, $ 4900.00

Web: JA 13

See our web site for pictures and aircraft details

Phone: 519-428-8014



NIXON AIR SERVICE LTD. Aircraft Sales - Maintenance - Repair Sheet Metal - Tube & Fabric Float Service - Aircraft Import & Export


P.O. Box 269, Echo Bay, Ontario, P0S 1C0 Bar River Airport

Phone: 705-248-2158 • 800-628-2158 Fax: 705-248-3438

• Cessna Caravan 20K Inspections • Floats and Wheels • Turbine or Piston • Import/Export

Serving Aviation in Canada for over 40 years with a quality unmatched in the business

COPA Discounts at Travelodge Canada Travelodge Hotels, Travelodge Suites and Thriftlodge Hotels in more than 90 locations in Canada offer COPA members accommodation discounts below the normal corporate rates. Bookings and cancellations must be made through the national toll-free service: Tel.: 800-578-7878. Quote COPA ID number: 63991; Web site:

COPA Accommodation Discounts Travelodge Canada • Tel.: 800-578-7878 Quote COPA ID number: 63991 Web site: The Valhalla Inn, Toronto • Tel.: 800-268-2500 Quote ID: Canadian Owners and Pilots Association Web site: Choice Hotels, worldwide • Tel.: 800-424-6423 Quote ID number: 000 88 272 Web site: Days Inn, worldwide • Tel.: 800-329-7466 Quote ID number: 50418 Web site: Ramada Hotels • Tel.: 800-272-6232 Quote ID number: 933102 Web site:


This monTh’s feaTured lisTings

1980 CESSNA 414A III CHANCELLOR RAM VII, s/n 414A-0478, 5217 TTAF, Garmin GNS480, STEC 60-2 autopilot, winglets, and speed brakes. Contact John Hopkinson & Assoc. at 403-2919027. (29683)

GLASAIR II TD, 770 TTSN, O320-E2D, 160 hp 4350 TT, 505 SMOH, Garmin GNC300XL, GPS/Com Terra 920 nav/com AT150 Mode C, 406 ELT. NDH. Hangared. Annual completed Sept 2012. $47,500. Contact at 403-556-1016, (30985)

Buyers are recommended to check with the original manufacturer to ensure that structural and airworthiness requirements are met.

KOVACHIK AIRCRAFT SERVICES LTD. 40 years experience Certified AMO

* Specializing in fabric work, structural repairs and rebuilds

MOONEY M20G, 0-360 180 hp C/w powerflow, 4023 TTAF, 163 SMOH, 163 TTP 3/bld. Dual NAV/COM, Garmin 510. New paint. New leather int and wing leveler 03. NDH. Hangared. $71,000 OBO. 306-227-3173. (30996)


1984 PIPER NAVAJO MOJAVE, 2570 TT, 835 SMOH / 835 SMOH. Garmin 430, King Digital, KFC 250 AP/FD/YD, radar, air, K-Ice, cargo door. Good paint and leather int. Fresh Annual. $299,000. 250-656-7627. (31223)


Authorised Canadian Distributor for Rotax® Aircraft Engines


Vernon, Telephone e 250-260-6299 - Fax 250-260-6269 6235 Okanagan Landing Rd. V ernon, BC V1H 1M5 T elephone

E-mail: sales@


Ligh Lightt E Engine ngine Service Service rm, B.C. B.C. S Salmon almon A Arm, elephone - (250)-832-8786 Telephone Te elepho

W Website: ebsite: www



A Aero ero Propulsion Propulsion

Donn’t Delay Don’t Delay Phone Ph hone Us TToday! ooday!

C entral Aero Aero Central B arrie, ONTARIO ONT TARIO A Barrie, Telephone T e elepho elephone - (705)-722-6209 Loshaw Service L oshaw Aero Aero S ervice S tirling, ONTARIO ONT TARIO A Stirling, Telephone T e elepho elephone - (613)-395-0220

A Superior pilot is one who stays out of trouble by using Superior judgment to avoid situations which might require the use of Superior skill.

This month’s PHOTO CLASSIFIEDS are on pages C-1, C-2, C-5, C-8 & C-9




2003 WAG AERO PA11 CUB, 150 hp, 0-320 440 SMOH, 440 airframe. Garmin gnc250xl, Garmin xpdr, 8.5 x 6 tires, PA18 tail feathers, VGs, STOL. Fantastic performance. George 604-7713715. (30973)

1979 CESSNA 172N, 1925 TTSN on aircraft and original engine. Interior replaced in 2004. Hangared CYQM. VFR Instruments. Annual completed June/2012. All logs SN. $55,000. 506-866-9437. (30573)

St-Lazare St-Lazare ((Vaudreuil), Vaudreuil),, QUEBEC T e elepho - (450)-510-1551 elephone Telephone

• Engine overhaul and repair • Parts and accessories • STC - for Stewart Warner Fuel Transmitters • Certified or Homebuilt


Beauciel B eauciel S t. Lamb St. Lambert De Lauzon, ert D e Lauz on, QUEBEC T e elepho - (418)-889-8989 elephone Telephone Blue Y o onder A v viation Yonder Aviation C algary, ALBER TA Calgary, ALBERTA Telephone T e elepho - (403)-936-5767 elephone Aircraft Repair Murray’s M urray’s Aircraft High R iverr, ALBER TA River, ALBERTA elephone T e elepho - (403)-648-8910 Telephone L ’il ’ Hustle Ultralight Aviation Avia v tion L’il Hustler Ultralight H olland Landing ONT TA ARIO Holland Landing,, ONTARIO T e elepho - (905)-836-7588 elephone Telephone A irmotive Technologies Technolo e gies Group Group Airmotive C ollingwood, ONTARIO ONT TA ARIO Collingwood, T e elepho - (705)-606-5552 elephone Telephone


Courses Cour ses fill quickly! q kly! Call and ask for quic for R Rotech otech F Flight light Saf Safety ety T Training raining

Canadian Plane Trade Photo Classifieds Colour Photo Classifieds

Black & White Photo Classifieds

Colour photo, 30 words maximum

Black & White photo, 30 words maximum



(Members) (Non-Members) $15 surcharge for CPT Front Page

Plus applicable taxes






Plus applicable taxes

See the Classified Ad order form in this issue for full details

Prices include full colour listing on our website



300 hangar space HANGAR FOR SALE AT CAMROSE EQ3, 50’ x 50’ laminated wood arched beam construction, partly insulated, with 48’ x 12’ suspended sliding door, concrete floor. $89,000. Call 780-7584147. HANGAR FOR SALE AT HAWKESBURY EAST AIRPORT. 40 x 30 feet, bifold door, paved, insulated, small office. $38,000. Denis 613-632-7452. HANGAR FOR SALE AT WATERLOO AIRPORT, current tenant lease expires August 2013. 6,600’ hangar with 60’ wide door plus 1,440’ office. New HVAC unit. $495,000 CDN. Ron 519342-5133, HANGAR SPACE FOR RENT CYKF, Waterloo International Airport. Heated including washroom. Space available 2,250 sq. ft. up to 7,000 sq. ft. Each door 50’ x16’. Contact Ankedow 519841-0496, HANGARMINIUMS FOR SALE at Oshawa Airport. Unique opportunity to own your own hangar and the land underneath it at a Municipal Airport. Contact Heidi Stephenson at 905-4362600 ext 228 or send email to WINTER IS COMING, GET A HOME FOR YOUR BABY while you still can. Hangar Burlington Airpark, 32’ x 40’, includes 10’ x 12’ office, recent 101” clearance. electric door, 15 Amp 220 service, fluorescent lighting, asphalt floor. $31,500. Photos Ted 905-847-8231.

300 hangar space HEATED HANGAR SPACE AVAILABLE FOR RENT, located minutes from the 404. Located on 2,100 x 100 turf strip. Serious inquiries only. CBW8. Don 905-955-4034. HEATED HANGAR SPACE FOR RENT at the Ponoka Airport. Front spots! Call for details 780-438-7877. T-HANGAR FOR SALE @ CARP AIRPORT (CYRP) NEAR OTTAWA, high door for amphib aircraft (C185). Concrete floor and asphalt ramp. $35,000. Contact John at 613-831-1100 or


ULTRALIGHT SUMMARY A package of information on Ultralights (UL), Advanced Ultralight Aeroplanes (AULA), medicals, definitions, pilot licensing, registration, flying schools, sources of information, etc. For your complimentary copy, please contact:


Interesting stories to tell? Send them to COPA! 71 Bank Street, 7th Floor, Ottawa, ON, K1P 5N2 Fax: 613-236-8646 or E-mail:

Your Premiere Source for Pre-Owned Parts for Cessna 180/182/185/206/207 • Fuselage parts, cowlings, tail feathers, engine parts and mounts, wings, interior parts and more, avionics and instruments • No parts too large or too small • We also have a homebuilders’ corner (wheels and brakes), instruments, landing gear and lots more • Skywagon City will purchase damaged and derelict aircraft or inventories • Currently parting out 50 aircraft

Skywagon City Inc. 2851 Skywagon Blvd., Brechin, ON, L0K 1B0 705-484-5667 Fax 705-484-5606

2348 Garnet St., Regina, SK, S4T 3A2, Tel.: 306-352-6442 Fax: 306-565-0694



Window Latches

Ce & i rtified ns t oc k


Now available for your 100, 200 & 300 Series

Norland Aircraft Services Ltd.


FINISHING SYSTEMS Fabric – Metal – Composite

“Everything You Need for a Beautiful Finish” IMPROVED ‘EkoPoly Premium’ Paint

Easier Application and Longer Pot Life


Western Aviation Services Ltd.


Happy New Year Thank you for your business – Chris & Lynn • Annual inspections flat rated • Engine changes flat rated • STOL kit installations, Horton/Sportsman • Micro Aero VG kits and installation • Total fabric jobs and restorations PH 705-454-8933 COM 123.0


Head Lake Seaplane Base CPV5 N44.43.25 W078 54.66 We are located in the North end of the City of Kawartha Lakes, 22 mi North of Lindsay, 23 mi Southeast of Muskoka Airport

Norland Aircraft Keeps You Flying • Since 1981


LOOKING FOR USED SNOWBIRD HELMETS. Made by Jentex co Model #HGU.55/P or #190A. Plus oxygen mask Model #MBU-20/P or #HGU 84/P or same style as the snowbirds helmets. Please call 416-783-7827, C 416-873-4551.

335 Parachutes PILOT EMERGENCY PARACHUTES for gliders, powered aerobatics, warbirds. Sales and service. Back, seat, chair; custom colours. National, Softie, Strong, new/used. Call Flying High Manufacturing Inc. 403-6872225, or thru

340 Parts for sale MGK AERO: Now parting 337A Skymaster. Rear engine 423 since factory overhaul. Front engine 62 since factory overhaul, prop strike, sellas core or overhauled. Good radio package, ELT. Rear prop 62 since new June 24/11 with 8130. Large inventory, light fabric and metal airframe parts. Jig rebuilt wings. Many 65 to 250 hp engines and parts for certified and experimental. Avionics, instruments, certified propellers, C-23 surplus, Cornell misc, Rangers, 0-320H2AD 1093 SM Cert; 0-300C 1684 SM Cert; 0320D2J 3300 TT prop strike core dials good. 204-324-6088. PARTING OUT SEMINOLE, Cardinal, C-150, C-172, Mooney, Viking, Apache. Also rebuildable Tri-Pacer, Zenith 250, Aeronca Sedan also 0290 Lycoming. 519-453-2579.

355 Props for sale MCCAULEY PROP CERTIFIED - 5 yr corrosion inspected. Model IA90 CF7148. 18 TTSN. 780-402-4499.

365 real estate COMMERCIAL DEVELOPMENT LAND, busy highway location, adjacent to Wingham Airport CPR7/runway, 2.26 acres. NOW $165,000. Renate Sieber, Broker of Record, at RE/MAX Land Exchange Ltd. Contact at 519-531-1177, DEAN RIVER B.C. RIVER FRONT PROPERTY FOR SALE. See website at for location and photos of property details. Owners email: GULF ISLAND LOCATION: PENDER ISLAND, B.C. by air, 15 min from Victoria, 20 min - Vancouver - approx. 1,800’ grass landing strip, 45 acres, 3 hangars, one home, possible cooperative. Pender Island Realty pictures, details. Local pilot (Not an offer or subscription for shares.)

370 share or Partner 1971 CESSNA 172L, 1/2 SHARE AVAILABLE, good cond., VFR (day & night), 2x VHF/VOR/ADF/PCAS, 1700 SMOH, 5500 TTAF. Based @ CZBA. $23,000 OBO. Call Chris 416-8948503.

FOR SALE OR TRADE • 1975 CESSNA A185F, CAP D many 3000E, 2500 SOLTTSN, extras • 1971 A185E, Aerocet 3500L, 1700 TSN, NDH • 1982 PK3000 FLOATS, NDH • 1970 Cessna 172K, CAP 2000, 1340 TTSN SERVICING, BUYING, SELLING, TRADING SEAPLANES SINCE 1979 For more listings, please visit our web site


370 share or Partner SHARES FOR SALE IN 1977 PIPER ARROW III, hangared in Carp, ON. 5800 TT, 1150 SMOH. IFR certified. Up-to-date avionics incl. Garmin GTN750, Aera796&WX. Seeking 2-4 partners, corresponding share value $20k, 25k or 33k. Contact at 613-2774443.

355 Props for sale IVO PROP MEDIUM SERIES 72”, 3/bl inflight adjustable for 100 hp and up. 20 TTSN / 8 months. Asking $2,400, my cost was $3,000. Had this prop on a 914. No damages. 705-362-2889.


Aircraft Exterior Fairings


Tel.: 514-648-1856 DE10

325 miscellaneous


Fax: 514-648-9309

Keep them alive – tune 121.5

As of 1 February, 2009 there is no longer any monitoring by satellite of 121.5 MHz distress signals from Emergency Locator Transmitters (ELTs). The revised regulations will permit a transition period for equipping with a new ELT. For aircraft that continue with an older ELT during this period, monitoring by over-flying aircraft will be the only means of detecting a distress signal. It is more important than ever to monitor 121.5 and to report any ELT signal to NAV CANADA by radio as soon as possible.

You may be the last hope for your fellow pilots and their passengers. 71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2 • Tel. 613-236-4901 • Fax 613-236-8646

The time is right, your future is here!


400 NEW VINYL ESTER AIRCRAFT EXTERIOR FAIRINGS MODELS available at Tel: 819-377-1155 Fax: 819-377-1854

Join and support

Specializing In Fibreglass Aircraft Parts Email: (208) 664-9589 V-Mail 1-800-891-7687

• Products FAA Approved • Interior Panels • Glare Shields • Nose Bowls • Extended Baggage Kits • Composite Cowlings for All Cessna 180 and 185 and Years 1956 to 1961 Cessna 182 Aircraft Models • Vinyl & Wool Headliners • Products Available for Many Single-Engine Cessnas • PA18 Carbon Fiber Cowlings for Non-certified Cub Aircraft Available • Soundproofing Kits Available

COPA Canadian Owners & Pilots Association Contact COPA today: Telephone 613-236-4901 Fax 613-236-8646; E-mail:

Aircraft Hangar Specialists

«Je suis fier de pouvoir offrir mon temps et mon appareil pour transporter des Canadiens qui ne peuvent pas se permettre de traitement médical».

Industrial and Commercial Buildings also available Rendez-vous à et découvrez comment vous pouvez donner espoir aux personnes qui vivent en région éloignée. Vous verrez, c’est extraordinaire de pouvoir aider les gens à prendre leur envol.


1-800-561-2200 Proudly Made in Canada Design Build and T-Hangars available DUNDAS, ONTARIO Ph: 905-627-1127 Fax: 905-627-7339

Photos courtesy of Edenvale Aerodrome and Lake Central Air Services



370 share or Partner BLOCK TIME AND/OR SHARE FOR SALE IN IFR PA30 PIPER TWIN COMANCHE, based at Carp or Smiths Falls. Annual just completed (Dec 2012). Call/email for details. Contact John at 613-831-1100 or email LOOKING FOR CO-PILOT for occassional flying. Ottawa, Ontario area. Must have over 3,000 hours. Please call 613-232-7609.

375 skis for sale FLI-LITE 3000 HYD. Wheel skis good cond. New teflon bottoms. Incl tail ski and pump. $4,500. Tim 905-8472423. FLYLITE 3000 WHEEL SKIES in excellent shape-complete with pump and rigging. $7,000. 204-472-3578. NEW AERO 2000 SKIS with plastic bottoms, full rigging. FluiDyne 2000 tail ski. For more information please call 807-274-9682.


375 skis for sale FEDERAL 1500 SKIS 6” WIDE, Luscombe rigging $375 OBO.Also have Luscombe 8F 1948 for sale. Please call 705-966-3349.

Know safety no pain

FEDERAL 3200 HYDRAULIC WHEELSKIS, excellent cond. Incl pump, rigging, axle studs, etc. $11,000 CDN. 250-263-8234.

no safety Know pain


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Ad includes black and white photo, 30 words and full colour listing on website for only $50 + applicable taxes for members, $65 + applicable taxes for non-members (30 words). Please send color or black and white photograph. Please e-mail a jpg or tiff file.

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Take advantage of “LAST MINUTE ADS”!

FLI-LITE 4000 WITH PUMP AND RIGGING. $16,000. Please call 819-6977079.

Advertisements received after deadline have the option of using our Last Minute section. This will ensure exposure in the upcoming issue. If you’re running the ad more than once, we will automatically transfer it to the appropriate classification for the next issue.















15 16

1966 Cessna 150, 2998 TT, 1200 SMOH, Escort 110 nav/com, ARC, ADF, xpdr Mode C, GPS, 17

18 19 20












current C of A, excellent condition, paint 7/10, new interior 1996, always hangared. $24,000 OBO. 32





613-555-1234, E-mail: TOTAL WORD COUNT: 36 WORDS at .85 PER WORD = $40.10 + GST OR HST

Canadian Plane Trade Order Form In case of error or omission, COPA Flight will be responsible for one insertion only. Ads received after deadline date have the option to appear in the "Last Minute" section (at customer's request) or will appear in the next issue. NO CLASSIFIED AD INSERTION WILL BE ACCEPTED WITHOUT PREPAYMENT.

Aircraft For Sale On Line

COPA members - Minimum ad charge of $35.00 (plus GST or HST) (30 words) 85¢ plus applicable taxes for each additional word. Non-members - Minimum ad charge of $35.00 (plus GST or HST) (25 words) $1.00 plus applicable taxes for each additional word.

Canadian Plane Trade classified advertisements appear on COPA’s website – Canada’s largest aviation web site: Click on ‘Members Only’

Name: ____________________________________________

COPA membership no.: _______________

Address: __________________________________________

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Province: ___________________________________________

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Phone no. (h)______________________ Payment Method:

(w) ____________________

Door fully open

Expiry Date: _____/_____

E-mail Address: ____________________________________________________________________________

Bifold Hangar Doors

Door 1/2 open

Fax: ___________________

❐ Cheque ❐ Money Order ❐ Visa ❐ MasterCard

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Door 1/4 open


Cheques payable to: COPA Flight Publishing - Must be received before deadline

• We deliver and install in Ontario. All other provinces F.O.B. our shop. • Doors available in kits or fully installed. Door kits: Large supply of parts, pulleys, double output shaft gear boxes, etc. • Extra high clearance models available upon request. • We build and erect any size hangar.

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Classified Black & White Photo Classified Colour Photo Classified Front Page Colour Photo Classified Last Minute Ad

Index number: ______ Number of Insertions: ______


____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________

Call us at: (905) 878-5805


E-mail us at: ____________________________________________________

Specializing in Hangars and Hangar Doors 7115 McNiven Road RR#3 Campbellville • Ont • L0P 1B0


Proudly Canadian since the early 1980’s

____________________________________________________ Submit your order by mail, fax or e-mail to:

Canadian Plane Trade

71 Bank St., 7th Floor, Ottawa, ON, K1P 5N2 613-236-4901 ext.106 • Fax: 613-236-8646 E-Mail:


lasT minuTe Classifieds


HANGAR FOR SALE AT BURLINGTON, CZBA, concrete floor, ideal for Amphib. Peter Simpson 416-5576779.

Photo Classifieds

➢ ➢ ➢ ➢

Injury and death claims – aviation and other causes Hull, hangar and other property damage claims Insurance claims and coverage disputes Aircraft sale and repair disputes

Robert J. Allen is a lawyer and a pilot. He is a former air traffic controller and aircraft owner. 25 years experience in aviation law – all across Canada

No charge for initial consultation

ROBERT J. ALLEN 416-322-7280



$50 (Members) $65 (Non-Members)

lasT minuTe ad oPTion


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$15 surcharge for CPT Front Page This price includes full colour listing on our website.

FEBRUARY 2013 EDITION: JANUARY 17, 2013, 12 noon

Find it! Whether you’re searching for new or used aircraft, parts, hangar space, real estate, or employment you can find it in our classified listings.

Canadian Plane Trade

Brandon Petroleum Sales Ltd. AeroShell W 15 W 50 (case of 12 qts.  12 x 0.946 litres) Our Price!! *$75.00* AeroShell W 100 Plus (case of 12 qts.) Our Price!! *$65.00* Phillips X/C Aviation 20 W 50 (case of 12 qts.) Our Price!! *$60.00* AeroShell Fluid 4 (3.785 litre can) Our Price!! *$26.00* *plus EHC and GST where applicable*

We ship by FedEx or Greyhound.

Call for a shipping rate today!


Edmonton: 3515 76th Ave. (780)4131826 Calgary: 6811 52nd St. SE (403)2348954


The following are common abbreviations used in Canadian Plane Trade classified advertising. When counting an ad for insertion charges, each abbreviation is one word. When more than one abbreviation is shown, first given is preferred.

AC .......................................air condition A/C ......................................aircraft AD ......................................Airworthiness Directive ADF.....................................automatic direction finder A&E.....................................airframe & engine alc........................................alcohol (as in alc. prop) AP ....................................... auto(matic) pilot ATS......................................automatic throttle system ASI ...................................... airspeed indicator 360CH.................................360 channel radio 720CH.................................720 channel radio CG.......................................centre of gravity CHT.....................................cylinder head temperature Comm/com..........................communications Cont.....................................Continental (engine) CS .......................................constant speed propeller DG.......................................directional gyro DME ....................................distance measuring equipment EGT.....................................exhaust gas temperature ELT......................................emergency locator transmitter Enc Alt.................................encoding altimeter FBO.....................................fixed base operation FD ....................................... flight director FREMAN, FREM.................factory remanufacture GEM....................................graphic engine monitoring GPH .................................... gallons per hour GR.......................................glide ratio GS.......................................Glideslope hp ........................................horsepower HP prop - do not abbreviate HSI ......................................horizontal situation indicator IFR ...................................... instrument flight rules ILS.......................................instrument landing system 3LMB/MB ............................ 3 light marker beacon LOC.....................................localizer LRF ..................................... long range fuel (capacity) Lyc.......................................Lycoming (engine) MB.......................................See 3LMB MK.......................................Mark (model of equipment) MPH ....................................miles per hour NAV.....................................navigation NAV/COM............................navigation/communications NDB.....................................non-directional beacon NDH .................................... no damage history OAT.....................................outside air temperature OBO ....................................or best offer O/Oxy..................................oxygen P&W....................................Pratt & Whitney (engine) magnetic indicator RNAV...................................area navigation SCTOH................................since chrome top overhaul SCMOH...............................since chrome major overhaul SFREMAN/SFRM ............... since factory remanufacture SMOH ................................. since major overhaul SPOH..................................since prop overhaul STC.....................................supplemental type certificate STOH .................................. since top overhaul STOL...................................short take off & landing T&B .....................................turn & bank TBI.......................................turn & bank indicator TBO.....................................time between overhauls time TTAE or TTE ....................... total time aircraft engine TTAF or time aircraft frame time since new VFR.....................................visual flight rules VHF.....................................very high frequency VOR .................................... very high frequency Omni-Range xpdr .....................................transponder







For more information on the benefits of COPA Membership see ad on page 6.


COPA automatic membership renewals Name: CANADIAN OWNERS AND PILOTS ASSOCIATION

It is possible to have your COPA membership renewed automatically every year. This new service prevents your COPA membership from lapsing if you forget to renew on time. It also saves your association from sending out renewal notices. Sign up for automatic membership renewal and save. COPA members applying for the automatic membership renewal will save $2 on their next renewal. If you have renewed your COPA membership recently, you may still apply. Then your next renewal will be automatic and you will save $2.

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$79.00 plus applicable taxes

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Donate to COPA Flight Safety Fund

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Total to be charged annually (CREDIT CARD ONLY): $ ________________ Please list family members below if you are applying for a Family membership. (They will receive a membership number if they do not already have one.) Name: _______________________________________________________________ Member No: __________________ Name: _______________________________________________________________ Member No: __________________

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COPA, 71 Bank Street, 7th Floor, Ottawa, ON, K1P 5N2 Tel.: 613-236-4901 Fax: 613-236-8646


I Agree: By signing this form you are authorizing COPA to debit your credit card account on your ANNUAL renewal date for a personal ($58.00 plus applicable tax), or a family ($79.00 plus applicable taxes). It is the responsibility of the member to notify COPA of any changes to your credit card ie. Expiry date. Should membership fees increase, you will be notified by mail and will be requested to fill out a new form.

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COPA Flight January 2013