March & April Patrician 2024

The Patrician MAR-APR 2024

The Victoria Flying Club ~ Aviation Excellence Since 1946

K AT G O E S A LO H A FLYING IN HAWAII WITH

DISPATCH SUPERVISOR KAT

A LSO INSIDE: THE PROFESSIONAL PILOT: BEST PRACTICES 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)

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

TABLE OF CONTENTS 3

News around the Club

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Ground School Schedule

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First Solos

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Member Achievements

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New Members

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Kat Goes Aloha: Flying in Hawaii

by Katrina McGie

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Best Practices

CONTACT 1852 Canso Road Sidney, BC V8L 5V5

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

T H E PAT R IC IA N ACC E P TS UN S O L I CI T E D S U BM IS S IO 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 Candace Thoth. https://pixabay.com/users/aloha_mahalo-534414/

MAR & APR 2024

by David Gagliardi 24

BC Aviation Museum Speaker Night Announcement: Azzal

Editor: Kelly J Clark vfcpatrician@gmail.com

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The Professional Pilot:

Suleman speaks on collaborative R&D in sustainable aviation 25

Thanks for the Share!

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

Interested in becoming a mentor?

There's always room for more experienced pilots!

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

VFC | Aviation Excellence Since 1946

NEWS

Around the Club Welcome to the Spring issue! This month, I decided to lean into the Hawaii theme with a pallet based off of Hawaiian indigenous flowers. I think we could use a vacation right about now.

As the weather continues to improve, be sure to check in with the Victoria Flying Club! You don't want to miss the opportunity to fly these beautiful skies, and there's often an aircraft waiting for you at the club.

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 9:30 AM and always offers free coffee, free donuts, and something interesting or valuable to attendees. Let's put the "club" back in the Victoria Flying Club!

In May, we have Simon Dennis, Victoria Tower Controller and former VFC instructor as our guest presenter.

Simon will bring us an update on what's happening at Victoria Tower, provide us with reminders on best practices related to ATC and will be open for questions. And maybe, just maybe, we can get Simon to give us a quick refresher on local weather patterns.

EVENTS & HOLIDAYS MAR 2 SOCIAL SATURDAY AT THE VFC MAY 15 BC AVIATION MUSEUM SPEAKER NIGHT: AFZAL SULEMAN MAY 20 VICTORIA DAY MAY 27 BRITISH COLUMBIA AVIATION COUNCIL ANNUAL CONFERENCE JULY 1 CANADA DAY JULY 3-7 THE 99'S INTERNATIONAL CONFERENCE & CAREER EXPO AUG 5 BC DAY AUG 9 ABBOTSFORD AIRSHOW

News and Events

FROM THE EDITOR: SPRING IS HERE!

Know of an aviation-related event that's not listed?

Let us know at vfcpatrician@gmail.com!

““The Guide says there is an art to flying", said Ford, "or rather a knack.

The knack lies in learning how to throw yourself at the ground and miss.”

—Douglas Adams Life, the Universe, and Everything

99S INTERNATIONAL CONFERENCE The BC 99s are holding their yearly Conference & Career Expo in Vancouver over July 3-7. Approximately 300 women pilots from all over the world will be in attendance. If you'd like to know more or attend, reach out to the 99s ASAP!

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NEWS

News and Events

Around the Club

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UPCOMING ISSUES

There's a lot going on around the VFC in the coming months! Help us celebrate the pilot life in the months ahead by contributing articles, photos, and other features!

Interested? Great!

We're looking for the following: • May/June: Aviation stories involving women, the LGBTQ+ community, and Indigenous persons!

• July/Aug: Aviation stories about Canadian flight history, and other Canadiana!

• Sept/Oct: Aviation stories about autumnal fun, ghost stories, and other seasonal faves!

• Nov/Dec: Aviation holiday stories and charity events to wrap up the year!

It's okay if you're not much of a writer!

That's why the VFC is here. Just reach out to us at vfcpatrician@gmail.com and we'll be happy to edit your draft and work with you to create a memorable article for an upcoming issue.

After all, who doesn't want to be a published writer?

MAR & APR 2024

VFC Golf Tournament We've opened our golf tournament up to our entire membership! Spouses and guests are also invited to attend.

We can only accept 36 people for the tournament itself, but everyone is welcome to join for the after party at the country club.

Date: Saturday, June 1st, 15:00 - 18:20 (arrive 45 min early for carts & clubs).

Tee Times will be assigned by VFC Coordinator, Neil Keating. Call Neil at 204291-9667 if you have a tee time request.

Format: 9 Holes; Individual Tee Times Start.

Self Chosen pairs or foursomes are OK. Maximum of 36 players (9 foursomes) is planned. Players will meet after their round for self-bought meal. Prizes will be awarded after last group completes their round.

Course: Highland Pacific Golf 9 Hole Green Fee: Adult $58 / Military $47 / Junior $30

VFC | Aviation Excellence Since 1946

GOODBYE FQEP

This Spring we've said goodbye to our beloved Piper Cherokee PA28 140B! The VFC have found it a lovely new home with an owner in Arizona, where it will be able to soar the wide desert skies in its semi-retirement. A much deserved reward for a hard-working flight school aircraft!

Clear skies, old friend.

2024 ANNUAL GENERAL MEETING On Thursday, March 28th, the Victoria Flying Club held its Annual General Meeting. A number of critical matters of club importance, including new Board of Director elections, were covered during the meeting. As you can see from the photo below, the AGM was well attended! Thanks to everyone who took the time to make it out to the event and keep the VFC running smoothly.

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!

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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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MAR & APR 2024

VFC | Aviation Excellence Since 1946

GROUND SCHOOL SCHEDULE PRIVATE PILOT LICENCE GROUND SCHOOL PPL #24-03: MAR 03/2024 TO MAY 05/2024 PPL #24-04: MAY 19/2024 TO JULY 21/2024 Sundays (09:00 - 16:00)

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

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

Ground School Schedule

Sundays (09:00 - 16:00)

MOUNTAIN AWARENESS TRAINING GROUND SCHOOL 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

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FIRST SOLOS First Solos

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

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

THIS ISSUE WE CELEBRATE THE FIRST SOLOS OF THESE PILOTS: Justin Gray

Sergio Rojas

Tristan Curran

Lennox Weber

Reece Liuzzo

Isaac Bird

First Solo: Jason Arnold Instructor Darren Rich

First Solo: Tristan Curran Instructor Gavin Johansen

First Solo: Kyla Kowalchuk Instructor Adam Sakuma

Wa nt you r Fi rs t So l o o r a c h i eve m e nt p i c t u re i n t h e Pat r i c i a n?

S e n d i t to v fc p at r i c i a n @ g m a i l . co m or t a g u s o n In s t a g ra m !

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MAR & APR 2024

VFC | Aviation Excellence Since 1946

MEMBER ACHIEVEMENTS Cameron Anderson Nathan Hoff Kazuki Akasaka

PPL WRITTEN TEST Tristan Belcourt Patrick Heaney Dominic Neilson

CPL FLIGHT TEST

Chris McKay Blair Hohol Tristan Bacon Sean Morris Kiarash Zandi Esfahani

CPL WRITTEN TEST Blair Hohol

GROUP 1 IFR Sam Godsell Robin Stubbs

Member Achievements

PPL FLIGHT TEST

NEW MEMBERS Luke Wilsdon Johnathan Watkins Garcia Ted Imhoff Christopher Sinclair David Crowe Heather Blanchette Kamal Kaur Eric West Denzel Van Oyen David Fellows Carl Wohlgemuth Mark Monroe

Cameron Byers Malcolm Bachand Kelly Feltis Jacob Ross Robert Grombach Manjit Kumar Nicholas Finnerty Graham Mercier Forster Patton Victoria Wood Julian McLachlan Alonso

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KAT GOES ALOHA FLYI NG I N H AWAII

BY KATRINA MCGIE, DISPATCH SUPERVISOR

L

ast January I went on vacation in Hawaii, and while I had been before, I wanted something really memorable this time.

flight schools around instructor and we had a Oahu, but many of them quick briefing to go over needed a US passport in what we would be doing order for me to fly, even and how we would be with an instructor, so departing the area. ‘Pull PFA was the only option. out your iPad and we’ll go Booking was an easy over procedures.’ He said I had a couple options. process and I filled them to me. The start of a short, I could rent a Corvette in on my experience level but wild conversation. ‘I convertible and go for a and what I was wanting to don’t have an iPad.’ was rip around the island, I get out of the flight. my response to which he could rent a boat and do asked me ‘How do you some deep-sea fishing. Or The day came around use ForeFlight if you don’t I could fly a plane. I chose and despite a METAR have an iPad?’ I told him the latter. saying that the clouds that I didn’t use ForeFlight. were broken at 1,000ft, I got ahold of Pacific the skies were completely ‘How do you navigate if Flight Academy, based clear of cloud. It was gusty you don’t use ForeFlight?’ at Daniel K. Inouye though, 15kts gusting once he said that, I was International Airport in 25kts the entire time. slightly concerned. ‘I use Honolulu, and booked a charts.’ I said and pulled flight. I had tried a flew I met with my

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MAR & APR 2024

VFC | Aviation Excellence Since 1946

lineups of aircraft waiting to go taxied to the new runways, all the while our little 172 was sitting waiting to go. We had shut off the engine already.

During the 30 minutes of switching runways, a flight of F-22 Raptors and F-35 Lightning II’s decided they “didn’t care about a 20kt tailwind because they have afterburners” (direct quote from the Raptor lead to ATC) and so off they blasted. Directly in

Kat Goes Aloha: Flying in Hawaii

out my paper copy of my hopped in and fired up.

VNC and VTA, complete After a short taxi, we with my last flight laid out held short of taxiway and planned on it. I spread Charlie and did our runit out on the table and up just as a 777 reported this instructor looks at the an emergency and had chart like it was an ancient, to return to the field. benevolent being. ‘Woah.’

15 minutes later the he said, ‘I’ve never actually emergency aircraft was seen a paper chart before.’ taxiing off the runway I was a little shocked with the fire trucks in at that statement, but tow off to maintenance after he put his awe away, just as the winds shifted he asked if I was familiar and they switched the with the 172M and if I runways. It took another was comfortable doing 30 minutes to get the a walkaround of the aircraft. I said yes and off I went.

It was an old, dilapidated 172 and there was a 2” hole in the vertical stabilizer that had duct tape over it. There were a few inspection panels missing screws. The carb heat knob was broken (especially concerning as it was 25 Celsius with 90% humidity.) But it was familiar and after some concerned questions to the instructor, we

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front of us at about 30ft altitude over the runway, all 6 F-22s and 2 F-35s all turned and climbed out over us with full afterburner.

waited for an ANA A380 looking up at them from a to taxi past us on Charlie 172. before we were finally We then got told to given our clearance ‘Taxi hold position so they could Charlie, Foxtrot, hold short pull a FedEx MD-11 in 04R, caution jet blast from front of us then we were passing A380.’

Shortly after that, 4 ready to go! Last thing in F-15s landed and taxied After flying out of the way was a Korean past us, followed by a Victoria for so long and 747-8 landing on 04L and C-17 and a C-5. flying around 737s and before they were off the A320s, sharing a space runway we got cleared for It was now about 45 with an aircraft as truly immediate takeoff on 04L. minutes after we initially massive as an A380 was started the engine and Anyone who is familiar something special. They’re with everything sorted with wake turbulence big looking at them from out, we fired up again and can probably see the a terminal. They’re huge

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MAR & APR 2024

VFC | Aviation Excellence Since 1946

We flew up the middle 1,000ft and about 2nm of Oahu, past Wheeler off shore and I expressed AAF towards the North concern about being Shore. We only climbed outside gliding distance to about 1500ft for the to shore but my concerns whole flight. Past the with having to ditch if we North Shore we turned had an engine failure were West and followed the met with ‘If we end up in shoreline around the the water, at least we get Northwestern point of a nice beach day out of it!’ the island before turning Que more concern and a South back towards turn towards shore.

Honolulu. Along the coast, Coming back to the we were cruising about airport, we crossed over

Kat Goes Aloha: Flying in Hawaii

issue with issuing takeoff clearance immediately following a 747 landing.

I was concerned, but the instructor beside read it back and taxied into position and we were airborne about 700ft down the runway, directly into the turbulence from the 747. It made an extremely rocky climbout but we were above it quickly and on our way.

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Kat Goes Aloha: Flying in Hawaii

Pearl Harbor before turning overhead the battleship Missouri, and then overflying the military part of the airport where we saw multiple B-1 and B-2 bombers on the ramp.The instructor asked if I wanted to do the landing I said sure, but then the tower updated the winds and said ‘Cleared to land 04L, winds 180 15 gusting 25’ Neat. Landing with a significant tailwind, no thanks. I asked the instructor to take the

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MAR & APR 2024

landing and he straight up said it’d be a rough one.

4,000ft of float down the runway and we were clear to taxi. We headed back to the flight school and shut down.

We were in the air for about an hour, but the whole ordeal took well over two hours, and it was really a heck of an experience.

From the stark differences in how instructors are taught between here and there, to the difference in maintenance and

acceptance of things we would never fly with (Looking at you broken carb heat) it was a real eye opening flight. Not sure I would make some of the same decisions my instructor made, though!

Getting to fly at a truly busy, massive international airport feeding cargo, military, GA, and heavy airline traffic was totally worth it though, and I’m very glad I was able to do it.

I would absolutely go again given the chance!

VFC | Aviation Excellence Since 1946

Commercial Air Service

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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

BEST PRACTICES

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

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MAR & APR 2024

article is the seventh in a series that will examine aspects of piloting light aircraft to a professional standard.

Recent discussions with a lower time pilot asking for some general advice on best practices for a typical

flight has caused me to reprint a guide I wrote a few years ago for one of my students.

THE WALK AROUND This used to called the "daily inspection" as in once a day on the first flight. There is no need to

VFC | Aviation Excellence Since 1946

do an equivalent of an "A" inspection for the 11th flight of the day.

But be reasonable, you don't need a dipstick to check full tanks.

TAXIING

The Professional Pilot

There is no one universal taxi speed. The airplane Not everything on the As for oil, if at all possible speed should be adjusted walk around should be you should know/find out to suit the situation. Slow afforded the exact same what the oil level was on down for corners or tight levels of importance, so the last flight. A sudden spots, speed up on the learn what matters. Some reduction in the oil level straight parts and when things to think about: is always bad. Either you crossing runways. Stuff have a bad leak or the that matters: • Aircraft are delicate: All engine is showing the first surfaces/doors/controls • IMO the number symptom of a potentially should be moved gently. one indication of good catastrophic failure. airmanship on the • When in the cabin do • The most likely things ground is managing your two things generally not wrong you are going to propwash. Even a C172 on the checklist. First see in the walk around fall can create damaging organize the cabin. Stow in the "bent, protruding, amounts of wind yet I any loose stuff, throw out hanging, or dripping " believe this issue is not any garbage, and second category, so that's what always well addressed in set the trim wheel to the you should be looking for. training. This is especially TO setting so you can see egregious since the C where the tab actually 172 if the wind isn't really is on the walk-around, it should be slightly down.

• Consumables.

Fuel and oil should be checked on every flight. Big airplanes have reliable fuel gauges (heck, $9,999.00 cars have reliable fuel gauges) little airplanes not so much.

However, comparing the gauges to what the dip stick shows will give you an indication of how good they are.

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The Professional Pilot

strong (say less than 15 kts) and the aircraft can be better positioned to avoid propwash issues or not block taxiways, than that should determine how you park your aircraft.

The checklist is not a bunch of rote actions.

Critical thought should be used. If you are not 100% clear on why you are doing a particular action or what • When you ready for you should be looking take off you should be at/for then talk to an ready in all respects. instructor.

• The airplane should be lined up exactly on the centerline and it should TAKEOFF stay there throughout the • Intersection takeoffs take off run. Don't accept are almost never a good inaccurate aircraft control. idea for single engine • The throttle should aircraft. be advanced slowly but • Do a silent formal pre- steadily. It should never be takeoff brief before every jammed in. takeoff. This brief should • Before power is applied IMO cover the following the elevator should be items : always slightly nose up (for a) Review the published a normal takeoff) so as the departure procedure prop wash flowing over or noise abatement the elevator unloads the procedure if required nose wheel b) Run through the actions you will do if the engine either fails before liftoff, or if you have an EFATO below 1000 ft AAE including where you are going to point the aircraft.

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This should be involve a review of the immediate vital actions you need to carry out including touching each control to build the muscle memory.

If you do nothing else make a point of saying "in the event of an engine failure I will pitch down" and then physically push the wheel forward

MAR & APR 2024

• When the throttle is fully in the student should note that all engine instruments are in the green and the engine is showing full static RPM (not Redline RPM, the

static RPM value will be in the POH and will always be lower than Redline). At which point the call I teach is " good engine " The aircraft to be rotated to a nose up attitude and lift off at the POH speeds.

If it isn't, correct it ! (hint if the aircraft levitates with all three wheels leaving the ground at the same time than the rotate speed is too high) The briefings may seem a bit over the top but I think it is very important to build good habits. If you perform a full but efficient briefing on every flight than the habit about thinking ahead will become ingrained.

THE CLIMB • After lift off work hard at holding a consistent pitch attitude that will give you the briefed speed. I like Vy to 1000 ft AAE as altitude is your friend. I do not use Vx for a normal take off as it requires a very nose high attitude which makes it hard to see ahead and is at a speed not very far from stall speed. In the event of an engine failure at Vx a very aggressive pitch down is immediately required to

VFC | Aviation Excellence Since 1946

maintain safe speed.

• If you are going to have a mid air on initial climb out it will most likely be as you pass through circuit height particularly at uncontrolled airports.

• Make sure you learn and understand the effect airspeed and mixture settings have on oil temp/ cylinder temp and what to do to manage engine cooling enroute phase :

The Professional Pilot

• Through 1000 ft AAE , or when prudent/ • The aircraft should practicable transition to a track the runway centre cruise climb. I like to use a line as you climb away, speed which gives a climb don't accept the aircraft rate of 500 ft per minute being pushed to one side for the C172 (flying from or the other by the wind or a sea level airport). This sloppy flying will usually give a good • In performance compromise between challenged aircraft the engine cooling, visibility difference between ahead, and achieving track climbing with the wings miles. It also requires level and the ball in the you to think about what center can be as much as airspeed to use rather than 20 % over a feet on the mindlessly using the same floor wing low climb. Keep climb speed for every the ball in the middle ! flight.

• When transitioning from climb to cruise, allow the aircraft to accelerate to cruise speed before

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The Professional Pilot

setting cruise power, then trim. I know this is pretty basic and is covered in the PPL course, but it seems to be an item that frequently gets forgotten after the PPL. • The cockpit should always be neat and ordered. Passengers do not want to see stuff all over the place and the pilot scrabbling around picking up dropped items.

Almost everybody now uses a tablet computer and one of the common flight planning and moving map apps, like Foreflight.

Think about where you want to keep the tablet

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and if you are using one of the suction cup mounting brackets make sure it won’t obscure visibility or foul the controls. Don’t get fixated on the TV screen, you still need to keep a good look out so force yourself to deliberately scan at the screen then out the windshield and back in a regular sequence.

It is a good idea to back up the technology on your phone and be especially careful on hot days as the tablet will invariably overheat and shut down at the most inconvenient moment.

• When you are going

somewhere in slow airplanes one of the most important thing to keep track of (aside from your present position obviously) is your ground speed.

Even a small increase in a head wind can have a significant increase in your trip time. This matters for your fuel reserves. Altitude can have a significant effect on the wind so while you should flight plan an optimal altitude you should also think about changing altitude to get a better speed.

• Passengers want a smooth ride so if it is bumpy do something like

VFC | Aviation Excellence Since 1946

changing altitude or route of flight. Some days you have just got to suck it up but if for example your planned altitude puts you 500 ft below a layer of scattered cumulus clouds it is probably going to bumpy and so if you just drone along anyway then you are not doing your best.

• Make a big point about comparing the weather you see out the windshield versus what the weather guy said, and what it means if what you see is not what you were expecting.

• Fuel gauges are calibrated every year so that they when they show "E" or "Zero" the tank is indeed empty. My experience with Cessna fuel gauges is that they get more accurate as the fuel quantity decreases and they will be very close at quantities below 1/3 tanks. So, if the gauges are showing significantly less than you think they should it is time to go to plan B and land at a closer airport. The best way to start a diversion is to use the “nearest airport” function on the GPS.

• Get in the habit of carrying an energy bar and a small bottle of water.

Being dehydrated and with low blood sugar levels diminishes your decision making abilities.

• Don’t start a long descent by going to full rich mixture ! This will shock cool the cylinders and is very hard on the engine. Instead, slightly richen the mixture at the top of descent and then for long descents continue DESCENT slightly richen the mixture • Plan your descent for a every 2000 feet of maximum of 500 feet/min. descent. By slightly richen I find one full turn will The easy way to do this usually be enough to keep is determine how many thousands of feet between a constant EGT reading. your cruising altitude and • Most of the time you circuit height, double that will have a good idea of and start down when the runway in use, so plan that number equals time your route of flight to to destination (e.g. 6000 minimize track miles. The feet to lose, start down 12 descent is also the time mins from destination). to plan how you will join • The most efficient way the circuit. Build a mental map of where you are and to descend is to leave the runway orientation in cruise RPM on and trim relation to your position for a 500 fpm descent. and where you need to Reduce the power as you fly to, to join the circuit descent to maintain the at a safe and appropriate cruise RPM setting

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The Professional Pilot

spot. You don’t want to be trying to figure the circuit join when you are already at the airport • If you are ever going to have a mid air it will probably entering the circuit at an uncontrolled airport, This is where emphasizing a lookout is really important.

LANDING Good landings come from good approaches.

Good approaches are the result of flying down final on speed and with the

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MAR & APR 2024

airplane trimmed. Most bad landings are a result of flying too fast. The recommended approach speeds give you plenty of stall margin and excessive speed prolongs the flare and results in flat landings Touchdown should occur on the runway centerline at or near a predetermined touchdown point and main wheels first. Don’t accept anything less and work to make every landing the best one you can do.

After the wheels touch,

track the centreline and start braking with a light application to avoid skidding the tyres. If heavier braking is required pull the control wheel fully back before braking. Avoid high speed turns as these are hard on the tyres and can result in an airplane upset in high winds.

GENERAL POINTS Operational efficiency: When flying, operational efficiency is desirable. In

VFC | Aviation Excellence Since 1946

general, the most efficient flight is one that is safely accomplished with the minimum amount of flight and air time. Be organized and proactive.

RADIO WORK Pilots will soon get a reputation, good....or bad. One factor which will determine this IMO is how he or she handles the radio. So set a personal high standard and don't make the common unnecessary mistakes:

piece of excellent advice from a gentleman who had been flying since the 1930's. He told me to note the actual position of each engine gauge needle for each phase of flight.

This is especially valuable if you normally • When you change fly the same airplane. Any freq's listen for a few significant change in an seconds before speaking engine gauge indication so you do not step on should be monitored and another conversation investigated. This advice • Engage brain before saved me from a force mouth. There should be no landing as I was climb out UMMs or ERR's in a C150 on a routine instructional flight one • Use standard day. I noticed that the oil phraseology and avoid pressure gauge was one slang. full needle width below the the mid gauge white MONITORING ENGINE line. Every other flight the GAUGES needle had had sat exactly over the white line mark.

When I was a young commercial pilot I got an

As we were only a few miles from the airport, I told the student to turn back. Over the next 2 minutes the oil pressure slowly rolled back to zero.

By this time we were on short final so I shut the engine down and we completed an uneventful landing. It turned out the oil pump drive gear had failed.

To build good habits, at random intervals, cover the engine gauges and ask if yourself where the needles were sitting. I found that if you practice this pretty soon you get good at including the engine instruments in your scan.

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MAR & APR 2024

VFC | Aviation Excellence Since 1946

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