The Patrician, January & February 2024

The Patrician JAN-FEB 2024

The Victoria Flying Club ~ Aviation Excellence Since 1946

FORCED LANDINGS TIPS FROM THE PROFESSIONAL PILOT

A LSO INSIDE: THE VFC'S COMMERCIAL AIR SERVICE SERVIC E EXPANDING ENVELOPE EXERCISES AT THE VFC THE LOVE STORY BEHIND THE AVRO ARROW AND MORE!

The Patrician

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

“To “T o promote flying and aviation in general, and to teach and train persons in the art and science of flying and navigating and operating all manner of heavier-than-air aircraft.”

(Victoria Flying Club Incorporation Bylaws, 1946)

TABLE OF CONTENTS BOARD OF DIRECTORS

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News around the Club

PRESIDENT Don Devenney

5

Ground School Schedule

6

First Solos

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Member Achievements

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New Members

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Victoria Flying Club Part VII:

VICE PRESIDENT Colin Williamson SECRETARY Glen Rippon TREASURER Cal Mjolsnes DIRECTORS Angie Johnson Mike Vossen Graham Palmer Laurie Ingalls GENERAL Mike Schlievert MANAGER

CONTACT 1852 Canso Road Sidney, BC V8L 5V5

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

Commercial Air Service

by Ted Krasowski 12

The Professional Pilot: Forced Landings

by David Gagliardi

18

Cupid's Avro: The Love Story Behind the Avro Arrow

Editor: Kelly J Clark vfcpatrician@gmail.com

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

This publication may be reproduced in whole or in part with prior permission of the publisher or author. The opinions expressed are strictly those of the authors.

SUBSCRIPTIONS vfcpatrician@gmail.com http://flyvfc.com/subscribe-to-the-patrician

PHOTO CREDITS Cover photo by Thomas Anunziata. https://www.pexels.com/@tomas-anunziata-129267

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JAN & FEB 2024

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Expanding Envelope Exercises at

the Victoria Flying Club

by David Gagliardi 25

Thanks for the Share!

PARKING AVAILABLE! Interested in prime paved parking spaces for your aircraft? Good News: there are spots available!

Secure, pull-in/pull-out, easy access.

Call Dispatch at 250-656-2833 to arrange a spot or to get on the waitlist for hangar spaces!

VFC | Aviation Excellence Since 1946

NEWS

Around the Club It's wild to think we're already in 2024 and, by the time this issue comes out, Spring is right around the corner! We hope that this year has brought you safe skies, great company, and, for all of our students, renewed energy to pursue your aviation career path!

SOCIAL SATURDAYS If you haven't been attending our Social Saturdays, you're missing out. Barring holiday weekends, the first Saturday of every month is the place for club fun and aviation-based socializing at the VFC! The event usually begins at 9 AM and always offers free coffee, free donuts, and something interesting or valuable to attendees. We've had guest lectures, contests, and more! So be sure to come by for next Social Saturday and bring any other future aviators or aviation fans in your family along with you. Let's put the "club" back in the Victoria Flying Club!

WRITE FOR US We need you. Look, I know you have a story to share, and this is the perfect place for it! That's why the Patrician is always accepting stories for upcoming issues! We're interested in all kinds of stories about our members, aviation, or any combination therein. Not much of a writer? We can help!

EVENTS & HOLIDAYS FEB 29 LEAP DAY MAR 2 SOCIAL SATURDAY AT THE VFC MAR 29 GOOD FRIDAY APR 1 EASTER MONDAY MAY 20 VICTORIA DAY MAY 27 BRITISH COLUMBIA AVIATION COUNCIL ANNUAL CONFERENCE JULY 1 CANADA DAY AUG 5 BC DAY AUG 9 ABBOTSFORD AIRSHOW

News and Events

WELCOME TO 2024!

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

“Sometimes, flying feels too God-like to be attained by man.

Sometimes, the world from above seems too beautiful, too wonderful, too distant for human eyes to see.”

—Charles A. Lindberg

Reach out to vfcpatrician@gmail.com today!

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News and News and Events Events

VFC CHARTER SERVICE Be there in minutes!

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

The charter service is operational in day VFR conditions.

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

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JAN & FEB 2024

VFC | Aviation Excellence Since 1946

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

COMMERCIAL PILOT LICENCE GROUND SCHOOL CPL #24-XX: AS REQUESTED

Saturdays (09:00 - 16:00) with Instructor Ken Kosvik

MOUNTAIN AWARENESS TRAINING GROUND SCHOOL

Ground School Schedule

PPL #24-03: MAR 03/2024 TO MAY 05/2024

MTA #24-XX DATES AS REQUIRED OR REQUESTED.

Individual scheduling requests are available for Private Pilot Licence, Commercial Pilot Licence, Mountain Awareness Training (MTA), Remotely Piloted Aircraft Systems (Drone) Courses (RPAS) by request.

Individual tutoring is also available for PPL and CPL upon request.

Confirm your attendance by contacting:

Neil Keating: (204) 291-9667

VFC MENTOR PROGRAM

Sustaining and Lifetime members: 15% discount on Cessna rental rates and purchases in the Little Pilot Shop.

10% discount for everyone who pays fully in advance for their annual aircraft parking fees for 2024 only!

Do you want other pilots to fly with, split flight cost, share knowledge, or get help getting to a new airport for the first time? Find potential mentors and their resumes posted on the Mentors bulletin board beside the Dispatch counter. Contact details are on each mentor's resume or you can email mentors@flyvfc.com for more information.

Interested in becoming a mentor?

There's always room for more experienced pilots!

Send an email to mentors@flyvfc.com for more information on how to join up!

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FIRST SOLOS "Without disruption of air traffic, these fearless, forthright, indomitable and courageous individuals did venture into the wild blue yonder in flying machines.

First Solos

Furthermore, these skillful individuals did safely land said flying machines at Victoria International Airport, incurring no significant damage to self or machine, thus completing first solo flights."

THIS ISSUE WE CELEBRATE THE FIRST SOLOS OF THESE PILOTS: Cayden Brune

Gene Fedderly

Jose Pablo Sandez

Nick Robertson

Carter Cochrane

Felix Schnur

First Solo: Gene Fedderly Instructor Darren Rich

Congratulations to Melissa Lacharity for passing her CPL!

WANT YOUR FIRST SOLO OR ACHIEVEMENT PICTURE IN THE PATRICIAN? SEND IT TO VFCPATRICIAN@GMAIL.COM OR TAG US ON INSTAGRAM!

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VFC | Aviation Excellence Since 1946

MEMBER ACHIEVEMENTS CPL FLIGHT TEST

CPL WRITTEN TEST Tristan Bacon Reece Liuzzo

PPL FLIGHT TEST Sydney Trepanier Courtney Riach

PPL WRITTEN TEST Emily Whitelaw Juan Pablo Cobo Gentoku Takahashi Sydney Trepanier

Nathan Hoff Kevin Transchel Ilya Pavlovic

MULTI ENGINE TEST Keiichiro Komiya

GROUP 1 IFR Tanner Davis

Member Achievements

Ryan Lalonde Melissa Lacharity

Marco Joly Tobyn Burton Grant Gladych Kc Fedun Tyler Commandeur

NEW MEMBERS Wraithe HarrisonHagman Ethan Kerr Beens John Buffey Caroline Soles Alexander Dillon Fred Doucette Ryland Marshall Ryan Masingale Isaac McConachie Christopher Meglic Saoirse Rizo Alvarez Sahibjot Singh Thomas Smyth Yifan Bu

Joanne Cowan Benjamin Ham Chuta Tokumura Robert Hooper Krishna Sumesh Davis Erickson Laine Armstrong Katelynn McCall Andre Therrien Rob Sabyan Benjamin Cole Roger Zala Vishal Saini Luke Dolven Nicolas Prieto

Robert Innes Hayden Lafrance Xenon Calwell Joshua Cull Harmanjot Malhi Jakob Fallis Claire Evans Evan McKinnon Anthony Boston Liam Pritchard Lange Riyanshi Deshwal Amritpal Singh Bill Shao Liam Ross

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Vi c to r i a Fly i n g C

COMMERCIAL T

he Victoria Flying Club operates a charter service under Canadian Aviation Regulations Part VII commercial air service.

This charter operations consists of two parts – CARS Part VII, Subpart 2 (702) and CARS Part VII, Subpart 3 (703).

licensed charter pilots and manifests (weight are required to complete and balance, fuel annual ground school requirements, airtime training and annual and hobbs time) for every training and pilot flight are maintained for competency checks in our Transport Canada review. aircraft. Training includes Requirements for training areas such as: recognition and record keeping are of dangerous goods (which outlined in the charter we do not carry), aircraft Company Operations surface contamination Manual (COM). (no flying with ice Our charter service is 702 is also known as on the aircraft), crew operated in accordance Aerial Work and includes resource management, with the rules laid out by air photography flights and fatigue management Transport Canada (TC) and forest fire management (no flying more than 8 the business requirements flights. Forest fire hobbs hours in a day) overseen by the Canadian management flights are and how to operate Transportation Agency being operated under a our GPS equipment.

(CTA). contract with the Capital Training records are Regional District. These kept for all pilot training Our commercially-

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VFC | Aviation Excellence Since 1946

AIR SERVICE

Commercial Air Service

C l u b Pa r t V I I : b y Te d K r a s o w s k i flights are known at the These flights required 703 flights consist of club and also in the control our pilot to pick up a sightseeing flights and tower as ‘fire patrols’ and spotter from MOSAIC in destination charters. In they fly around the Sooke Nanaimo and continue 2023, a total of 176 Reservoir and associated the flight from there – up hours were flown in watershed. In 2023, there to the Nanaimo Lakes this category. These were 200 fire patrols area then to the western flights included daily flown by VFC charter end of Lake Cowichan flights to Port Alberni for pilots and spotters. And if and then southbound LifeLabs when Highway you like bumpy flying, try along the south side of 4 was closed due to the flying around the Sooke Lake Cowichan. Lots of rockslide problem. Other Reservoir at 3pm on a July orbits and checking out destinations included day. The combination of a number of logging sites Boundary Bay, Sechelt, thermals and mechanical and then back to Nanaimo Port McNeil, Port hardy, turbulence make the flight to drop off the spotter and Abbottsford, Tofino, quite an adventure. then back home to VFC. Squamish, Powell River, Very likely these flights Nanaimo and even VFC also operated a could last up to 3 hours Vancouver International. number of fire patrols for (better use the washroom In past years, these flights a forestry management before you leave – or bring have ventured as far as company, MOSAIC. along an empty bottle).

Revelstoke and Kelowna.

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703 charters are a cost the coastal mountains, pilot, the moment they and time efficient manner the Olympic Peninsula, land the first thing they of travel. Consider – we Mt. Baker up close. Many want to do is go right back can have people to Tofino times on these flights the up and do it all over again. in under an hour and charter pilots are surprised Sightseeing flights a half. How long does at how quiet passengers consist mostly of City it take to drive there? are. The reason is they are Tours and Gulf Island Tours Combine this convenience usually just gobsmacked (check out our website with the what passengers at the beauty all around for info on these flights) can see on the flights – them. And, just like their but this year there were a

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VFC | Aviation Excellence Since 1946

Commercial Air Service

couple longer sightseeing Check out the VFC outlining the fares we flights up the west coast of website (www.flyvfc. charge for flights in the island to Nitnat Lake. com) and click on the Canada. A separate We also offer a Lighthouse Sightseeing & Charters tab tariff is also required Tour, flying over the many to see what a sightseeing for international flights. lighthouses in the Victoria flight looks like.

Approval is also needed area with the pilot passing from the U.S. Department Work on expansion on interesting historical of Transportation and of our charter services is information. the Federal Aviation currently underway. Plans Administration, with and paperwork have been required paperwork submitted to allow our submitted about our CTA charters to go into airports license, description of in Washington State – aircraft to be flown and e.g. Friday Harbour, Port proof of insurance.

Angeles, Bellingham, Boeing Field.

As with flights in Canada, aircraft Changes have also paperwork such as been completed to our certificate of registration COM with details about and airworthiness (and flying into Washington S other documents) are tate and describing the required for flights into the training our pilots receive United States. Adherence to competently operate to requirements of the these flights. Changes U.S. Electronic Advance were also required to our Passenger Information Air Operator Certificate System (eAPIS) and the (AOC) and these changes Canadian CANPASS required approval from system is also required Transport Canada, which when we fly to and from has been received. The the U.S. Canadian Transportation Agency requires that we maintain a tariff manual

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

P ILOT

by Gagliardi

by David David Gagliardi

“‘Professionalism’ is commonly understood as an individual’s adherence to a set of standards, code of conduct or collection of qualities that characterize accepted practice within a particular area of activity.” -Universities UK et al. 2004

P

FORCED LANDINGS

rofessional pilots embody the attributes in the definition above. Being a professional pilot has nothing to do with what license you hold it is ultimately about the attitude with which you approach flying. This article is the sixth in a series that will examine aspects of piloting light aircraft to a professional standard.

Today’s topic is engine failures and forced landings. Every Private Pilot student is familiar with the Forced Landing Exercise. The airplane is out in the practice

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area and the instructor reaches over and pulls the throttle to idle and tells you the engine just failed. You then frantically look around for a field to land in, quickly mumble the engine failure checks and concentrate on flying a gliding approach that will hopefully set you up for a landing on the field. The first few times you probably missed the field by a country mile but with a bit of practice you get better at flying an approach that would actually result in a survivable forced landing.

However, this type engine failure scenario

should be the least likely to actually occur in the real world. This is because the professional pilot will have done a full walk around inspection including draining the fuel sumps and checking the fuel and oil levels, performed all the runup checks, verified the correct static RPM at the beginning of the takeoff roll, and while in cruise flight monitored engine gauge indications for normal indications.

So, the chance they will experience a sudden and complete engine failure with no warning is very low.

VFC | Aviation Excellence Since 1946

The Professional Pilot

The unfortunate reality a ditch just outside the but nobody was hurt. is that the accident airport fence. Nobody The pilot attributed his statistics shows that at was hurt but the aircraft success to surviving the least 60 % of the engine sustained enough damage engine failure on the fact failures are a direct result that it was scrapped. that he regularly practiced of the actions or inactions About a quart of water forced landings. The cause of the pilot. Carb ice was drained from the of the accident, carb ice. and fuel exhaustion/ selected fuel tank after It would seem to me that mismanagement figure the accident. if this pilot spent more most frequently in the effort on developing an There was another cause of the failure and effective instrument scan forced landing report both of course are entirely and regularly checked for I read about in a flying preventable by the pilot. carb ice on a day that was magazine. The aircraft lost Sadly, all but one of the particularly conducive to all power and the pilot actual engine failure carb icing, he would not executed a difficult but accidents I personally have had to use all that successful forced landing know of were in my forced landing practice for into a very small field, opinion, preventable. real, and there would be the only available flat-ish The most egregious had one more GA airplane still area within gliding range. the airplane end up in flying The airplane was totalled

13

The last “engine failure” I personally have experienced did not start out as an engine failure. The first hint that my day was about to be ruined was the RPM starting hunting 100 revs up and done.

All of the appropriate troubleshooting was inconclusive. The situation progressed to intermittent burps where it momentarily lost power to a total loss of power just out of gliding range of the runway.

Fortunately for me I was

14 JAN & FEB 2024

able to restore engine power in a few seconds and made an uneventful landing with the engine stopping again when I pulled the power off in the flare.

path that gave me a landable option. The incident records show that for every total engine failure there are at least two incidences where a significant but not total power loss occurred, yet Despite over 40 years of this scenario is seldom flying experience, I found covered in training or I the situation very difficult would suggest, given a to deal with because it lot of thought by licensed wasn’t obvious what was pilots. wrong and if I could get home if/when the engine The problem is the failed. In the end all I traditional one for flight could do was assume the safety. You ace the forced engine could fail at any landing and you are a time and arrange a flight hero. However, if you do

VFC | Aviation Excellence Since 1946

I think the first step to breaking the engine failures caused by the pilot problem, is to be honest about the

fact that humans are imperfect and will make mistakes. This starts with owning the problem.

Hope is not a plan and so hoping that you have enough fuel or hoping that the abnormal engine indication is going to resolve itself is setting yourself up for failure.

Personally, I like the DODAR model for organizing a response to a problem. It stands for Diagnose (the problem) Options (think about the options you have) Decide (proactively pick an option) Act (

don’t dither take action) Review (evaluate the effectiveness of your actions) Ideally, proactively using the DODAR model will stop the error chain before the engine fails.

Yes engines do fail, however the DODAR model is just as effective after the engine failure.

What I see often missed in actual engine failures is the Diagnose part. So, if the engine fails after pointing the airplane at a suitable landing area, it is vital that if time permits, a full and effective cause

The Professional Pilot

all the boring unsexy stuff like good walk arounds, make the effort to learn your airplane systems so you know what to look for during the run-up and in flight, don’t “live with” aircraft defects, and have good checklist discipline; then your chance of having an engine failure is greatly reduced. But you don’t get any credit for something that didn’t happen.

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The Professional Pilot

check is completed. This will catch any pilot error inducted engine failures and often restore power.

The DODAR model is also very useful in the case of a partial failure.

In that case the options analysis is critical as the pilot must quickly decide what is possible.

If it is a partial failure with enough power to maintain level flight,the options available will be different than the case of one with power but

16 JAN & FEB 2024

not enough to maintain level flight.

Engine mechanical failures almost always give some warning, so I think it is very important to get a feel for where the engine gauges normally sit. Significant changes from normal should result in action by the pilot. However, that only works if pilots develop the habit of regularly scanning the instruments.

Finally,if the engine fails and power can’t be quickly and positively restored, the insurance company just bought the airplane. The only consideration is the safety of the occupants.

If the airplane can be saved that’s nice but should never be a consideration, your job as the pilot is to fly the airplane to survivable landing areas and arrive with the airplane fully under your control.

VFC | Aviation Excellence Since 1946

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CUPID'S AVRO

The Love Story Behind the Avro Arrow

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JAN & FEB 2024

VFC | Aviation Excellence Since 1946

The Avro Arrow project began in the late 1950s and aimed to develop a cutting-edge supersonic interceptor aircraft. If successful, this feat would propel Canada to the forefront of global aerospace technology. This was, of course, a top priority for Canada, and Avro Canada's facilities in Malton, Ontario went into overdrive to make it a reality. However, unbeknownst to the project leaders, the Avro wasn't the only thing being built: behind the scenes, a romance quietly began to blossom amidst the engineers and technicians who worked working tirelessly on the project.

Among these engineers was James, a talented young man with a passion for aviation and a keen eye for detail.

For a long time, James had harbored romantic feelings for his colleague, Sarah, who worked in a different department within the Avro Arrow program. However, these feelings

were stifled by the rigid workplace structure and Avro's strict regulations that governed interactions between employees. If James wanted to make his move and openly confess his feelings, he had his work cut out for him.

But like any romantic hero, he was undeterred by the constraints of protocol. James devised a daring plan to convey his feelings to Sarah — a plan that would blend his love for her with his expertise in aerospace engineering! In a stroke of genius, he decided to craft a love letter disguised as technical notes related to the Avro Arrow project. This way, he could ensure that it would pass through the hands of their mutual supervisors unnoticed.

Cupid's Avro

I

n the annals of aviation history, the Avro Arrow stands as a symbol of Canadian innovation and ingenuity. Yet, amidst the ground-breaking technological advancements and the intense secrecy surrounding the project, a lesser-known tale of romance emerged: one that inject a touch of humanity into the high-stakes world of aerospace engineering. This is the story of the Avro Arrow love letter — a clandestine declaration of love that defied the constraints of a strictly regimented workplace environment.

With meticulous attention to detail befitting his engineering background, James drafted the letter and wove his feelings into the fabric of technical jargon and engineering terminology.

On those papers, he poured out his heart to Sarah, expressing his admiration for her intelligence, grace, and beauty — all amidst the complex equations and diagrams that filled the pages!

Imagine Sarah's surprise when she received the letter, disguised as routine project documentation.

Obviously, her immediate reaction to its contents were puzzlement. But as she delved deeper into the intricacies of the technical notes, she began to unravel the confessions hidden within 19

the message. With each line of text, Sarah's heart skipped a beat, her cheeks flushing with a mixture of surprise and delight.

Lucky for James, Sarah found that her own feelings mirrors his carefully crafted words and discovered that they shared a connection that transcended the boundaries of their professional roles. She was touched by the

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JAN & FEB 2024

sincerity and creativity of his gesture and realized the depth of his affection for her.

This clandestine romance continued in the shadow of Canada's most ambitious aerospace endeavor, a love story that intertwined with ground-breaking advancements and the relentless pursuit of excellence that defined the Avro Arrow program.

In the quiet moments between meetings and calculations, James and Sarah found solace in each other's company, and their bond was strengthened by their shared passion for aviation and dreams for the future.

Yet, love is never without its challenges and James and Sarah's was no exception.

The pressures of the Avro Arrow project

VFC | Aviation Excellence Since 1946

program and James and Sarah's relationship were intertwined.

As the future of the Avro Arrow hung in the balance, James and Sarah clung to each other admist the chaos and uncertainty. Their love became a source of strength—a beacon of hope that illuminated the project's darkest days.

poignant reminder of the human dimension of the aerospace industry — a testament to the resilience of the human spirit in the face of adversity. Though the Avro Arrow project may have faded into history, the love story it inspired endures — a testament to the power of love to help us take flight even amidst the darkest skies.

Cupid's Avro

weighed heavily on their shoulders as deadlines loomed and expectations ran high.

And even worse: there was always the constant threat of cancelation that stalked the Avro Arrow program like a lurking specter. Such a cancelation would not only kill the Avro program, but also scatter its engineers to the winds and onto other projects. The fate of the Avro Arrow

The Avro Arrow love letter remains a

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EXPANDED ENVELOPE E AT THE VICTORIA FLYIN

by David Gagliardi

I

n the commercial aviation sector Upset Recognition and Recovery Training (UPRT) is the answer to the recognition that airline and corporate pilots were often not well prepared for safely flying the aircraft out of abnormal and extreme pitch and bank attitudes.

Several high-profile airline accidents have spurred the development of mandatory programs to prepare pilots to deal with aircraft upset events.

requiring approved UPRT as part of the commercial pilot training programs for students that are almost exclusively going straight to airline or corporate turbine aircraft.

The problem is that these programs are usually not very accessible for GA pilots and include scenarios like upsets in the flight levels that are not very relevant to GA aircraft.

portion of the aerobatic course which is also very useful.

The problem is that the availability of aerobatic aircraft and instruction is limited, and that aerobatic aircraft have handling and

The traditional entry for GA pilots seeking These programs are UPRT has been a basic using upgraded level aerobatic course as D simulators and high recovery from botched performance piston and jet maneuvers is an integral aircraft to teach pilots the part of initial aerobatic techniques that will help training. This is still a them regain control when great way to go and will the aircraft has departed build skills and confidence controlled flight or is far that will benefit every outside its normal operating flight. Many aerobatic envelope. European instructors are now regulators are now offering just the UPRT

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JAN & FEB 2024

VFC | Aviation Excellence Since 1946

performance capabilities that will be different than the GA aircraft they regularly fly.

This conundrum has resulted in the development of what is now being called “Expanded Envelope

Exercises”. It is intended to provide much of the benefit of a formal UPRT but without actually conducting aerobatic maneuvers, so that it can be flown in an owner or rental pilots’ own aircraft.

“Expanded Envelope” is a term intended to address the fact that pilots normally endeavor to fly in the centre of the their aircraft’s maneuvering envelope.

That is they never get anywhere near the positive

Expanded Envelope Exercises at the VFC

EXERCISES NG CLUB

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Expanded Envelope Exercises at the VFC

and negative G limits or the maximum and minimum speeds. This fine until the day they experience either a self generated or externally generated situation that pushes them to the edge or over the edge of the envelope.

Therefore, Expanded Envelope Exercises (E3) is intended to be a way to expose pilots to flight away from the middle of the envelope in a safe and controlled manner and recover including, if required, using all of the controls to their maximum.

However, all E3 maneuvers are with 2 G and 30 deg pitch and 60-degree bank

24 JAN & FEB 2024

so they are classified as non-aerobatic.

So, for example, an E3 exercise is to at a speed safely below maximum maneuvering speed, roll into a 60-degree banked turn through a 90 degree heading change, and then reverse the turn with full aileron deflection for a turn of 90 degrees in the other direction. This will likely be the first time the pilot has utilized the full extend of the roll authority available to them.

Other exercises include experiencing turning stalls with recovery in the turn, deliberate base to final turn overshoots, spiral

dive recovery and other situations which have contributed to loss of controlled flight accidents.

The Victoria Flying Club will be offering a program of Expanded Envelope Exercises in the clubs C 172 taught by an experienced instructor.

I would suggest that a recreational pilot that is looking at expanding their skill set, or prospective commercial pilots wanting to prepare for airline UPRT program, consider this training and talk to one of the senior instructors.

VFC | Aviation Excellence Since 1946

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