President’s Column, April 2022
This seems like a good time to bring you up to date on a couple of issues which offer opportunities for some progressive changes at the Abbotsford Flying Club.
Firstly, the Board has been approached (again) by the management of the Abbotsford Airport, regarding the future of under-utilized lands behind our clubhouse building. The Airport is keen to generate as much revenue as it can from the available real estate, and is very open to proposals from the club for expansion of our hangarage and aircraft parking. This offers exciting possibilities for incorporating a new clubhouse which could be embraced by a security fence to render it “airside”. like so many other flying clubs in BC and beyond. Whilst plans are in the infancy stage at present, we would welcome feedback from members as to how to maximize this in the long term, and would encourage those with skills in project development to lend support .
Secondly, the Board has been undertaking a bylaw review, and as you know, has been soliciting opinions from members specifically about Bylaw 2.8 which deals with meeting attendance as a condition for good standing. Your responses have been brisk and diverse, and we have allowed until the 16th April for written comments to be accepted and a draft revision formulated.
There will be an opportunity for members to express their views at the General Meeting on Wednesday 13th April.
The resignation of our bookkeeper, Janet Martens, has placed additional burdens on our treasurer, Devin Campbell, who with the assistance of the club secretary, Bevan Tomm, are administering the clubs financial and other tasks previously done by Janet, until a replacement can be found. Any members with bookkeeping experience who would like to be of assistance are encouraged to contact Devin. There are bound to be a few glitches as we transition through the re-adjustment process, but we would ask for patience if invoices are a little slow in being mailed out, and we would also ask that membership dues and flying accounts are paid as soon as possible after receipt.
Thank you for your co-operation.
Respectfully,
Chris Palmer, President.
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This is your chance to hear directly from each board member. This section will include messages from the directors about upcoming initiatives that they are working on but also news that they want you to know about.
Vice President and Hangar Maintenance Luciano Nisi
Vice President - Apr 13 presentation will be Warren Legrice – Cross country flying, using AOPA Case Study “ Cross Country Crisis "
Secretary Bevan
Airshow planning has begun and we need to start organizing at the AFC. Once again the AFC will be managing/hosting our three traditional areas (Fly-in Parking, GA Display and Campground) for Airshow. This is a major fundraiser for the AFC so each of us should consider getting involved in one or more of these areas. It can also be a lot of fun, with lots of access to airshow, aviation people and fellow club members. Contact secretary@abbotsfordflyingclub.ca for information about who to contact for the various areas and consider spreading out your time among several areas especially Campground as that's a 24/7 operation for at least 3 1/2 days.
At the moment, we desperately need someone to take a lead role in organizing/supervising the airshow volunteer flights scheduled for Saturday June 25. Augie has done it in the past and has made a great guide of how to do it. We also need pilots and planes to conduct the flights. Please contact secretary@abbotsfordflyingclub.ca
A current issue being discussed at the Board level is attendance at General meetings and being excused when unable. The Board has requested input from all members. Some have responded already. If you have not, please send your comments to secretary@abbotsfordflyingclub.ca before the end of April 15.
Invoices for flying accounts have not been sent out yet for March as we endeavour to find out why there was a change in the application of PST at the beginning of January. We hope to get them out soon.
Pilot's who intend to fly club aircraft are now expected to have a signed Statement of Understanding (SOU) on file now with the Safety Committee. If you have not returned yours yet, please do so without delay. Blank forms are available on the website under "Policy & Board" at the end of the SOP document, Appendix A. Signed forms can be emailed to secretary@abbotsfordflyingclub.ca or printed and dropped into the Flight Safety Committee's file cabinet in the flight room.
Treasurer Devin Campbell
As many of you have heard, Janet resigned form her duties with the Abbotsford Flying Club. This was sudden and without notice. There are contingency plans in place and you should not notice any disruption of our finances.
With that being said. We had been reached out to by the Geocaching group last month wondering what is going on with their refunds. That too is well underway and the funds had been set aside to cover this situation. Other than this, there are no other extraordinary costs in the foreseeable future. More discussion will be available at the General Meeting
Newsletter Devin Campbell and Warren LeGrice
Thank you everyone for the positive feedback about the newsletter. Over the next couple of months we are going to focus on some of our community organizations that use the clubhouse on a regular bases. Last month we focused on Mayday Choir Group that uses our clubs on Sundays. This month we are focusing on Saint Johns Ambulance Therapy Dogs.
Like always, we are still looking for stories from the members and will continue to reach out to members for their profile.
Building Maintenance Director Warren LeGrice and Devin Campbell
This last weekend we had a work bee to clean up the clubhouse in time for spring. There were 15 members come out to help. We would like to express our thanks to Duncan Poynton, Ken Funk, Dan Renaud, Heather Hicks, Chris Palmer, George Elder, Bob Robertson, Clark Closkey, Johnathan Dugdale, Adrian renkers, Ken Bucholz, Ken Campbell and Bevan Tomm. In a little over 2 hours we were able to get the Lounge area cleaned and organized , the Boiler Room cleaned, and start cleaning the outside once the hail stopped falling. We would also like to thank Paul Monchamp for doing some cleanup in the Hangar and in GMA as well as CASARA for tolerating our scheduling conflict.
We will be having another work party sometime in May and will work on the outside of the Building and the hangars.
Please, if everyone pitches in to help keep the clubhouse, hangars and planes clean they will last us longer and will cut down on some of our maintenance costs.
Fly-Out Devin and Ken Campbell Campbell
Not much is going on in the flyout space. We are talking about doing a flight across the border in May or June depending on the health situation. There is also talk about organizing a group to Reno this year. If anyone is interested please let us know.
The fly outs have ben well attended by the usual group and regrettably other than the last weekend, the weather has not been great for flying. If you would like to join us and have a destination that you would like to go, please come and/or let us know
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Refresher programs for both PDM and Mountain Flying will be provided later this spring.
We will examine an AOPA case study on cross country flying, at the April General Meeting and utilize Flight Sim 2020 in the process.
IMC Club
The IMC Club meeting on April 23rd at 10:00 hrs will be a Mountain Flying Refresher, and will include another AOPA Case Study, " Into Thin Air".
Technologically Advanced Aircraft (TAA) –“Times they are a changing”
Almost all new aircraft these days are being delivered with a full suite of avionics and an autopilot that make them technologically advanced aircraft. According to US regulations FAR611, a TAA must have the following components:
- An electronic Primary Flight Display (PFD) that includes at minimum an airspeed indicator, turn coordinator, attitude indicator, heading indicator, altimeter and vertical speed indicator
- An electronic Multifunction Display (MFD), which includes a moving map using GPS navigation, with the aircraft position displayed.
- A two-axis autopilot integrated with the navigation and heading guidance system.
COSTS
Upgrading an older aircraft, in order to bring it up to date, and make it WAAS capable, is a fairly expensive proposition. For the last several years our Seneca has had a Garmin 430W, Garmin 696, and two Garmin G5s. The costs for installation and redesigning the instrument panel were about 50% of the cost of the avionics. With shop rates $120 per hour, the cost of skilled labour mounts up rapidly. The results however are very impressive, when flying IFR, with a good autopilot, and accurate data inputs, the airplane will fly the flight planned route with the lateral accuracy of just a few feet.
 The photo is of the instrument panel of a new C182, with a glass cockpit. The G100nxi upgrade is $28,900 US, the installation is extra. New C182s go out the door with a price tag well over $600,00.
Most flying schools will have at least one aircraft, with a glass cockpit, as their commercial students will be training with the airlines in mind, and having gained experience flying a glass cockpit would be essential.
The cost of flying will only continue to rise, especially with the rapid increases in fuel. I believe pilots must honestly evaluate the use they have for an airplane, and which aircraft will meet that requirement. Our machine was used to support both Hope Air and Angel Flights on the coast, and as far east as Cranbrook. A turbo-charged twin with anti-ice protection, met our requirements.
The fact that I had two excellent partners, who shared the expenses made the upgrades feasible. One of my partners also maintained the aircraft, which made it possible to operate a twin for the last ten plus years.
COMPLEXITY
Flying IFR using traditional nav aids was much more straight forward, whether it be a VOR or NDB that was being used for navigation. It was just a matter of tuning and identifying the facility. If using a VOR or LS the HSI would be utilized. Changes in approaches or tuning the next navaid were quite straight forward. Using GPS as the primary source now means the pilot has to spend a significant number of hours studying the manual and practicing all the various features available on GNSS equipment.
A change in the active runway, or an instrument procedure requires getting into the correct menu and selecting the correct approach, and then checking the information provided by the GPS, with that on the map or instrument approach plate. This extra workload, can be a real distractor for a single pilot, and can easily lead to task saturation if not managed well.
Case in point
“ December 9, 2004 Diamond 40, Peizer, South Carolina. Likely cause: Diverted attention to program new instrument approach.
History of the flight
Near the end of an IFR flight from Jacksonville, Florida to Greenville South Carolina, the CFI-rated pilot was advised by ATC that the weather was below approach minimums, and was asked if he wanted to divert to this alternate airport. The pilot told the tower controller that he did not have an alternate field, ( required in Canada). The tower controller advised the pilot that Donaldson Center Airport was nearby, and asked the pilot if he would like to divert there. The pilot elected to divert to Donaldson, and was given radar vectors for the approach, the airplane descended below the minimum safe altitude of 2500 feet, at which time the tower controller issued a low altitude warning, with no response from the pilot. Attempts to re-establish communication with the pilot were unsuccessful. The aircraft also carried two passengers, one of which was a rated pilot.
Examination of the crash site revealed a damaged power line about 75 feet above the ground and that the tops of four trees were also damaged. Airplane debris was scattered in an area 100 feet wide by 450 feet long. No mechanical problems were reported by the pilot, prior to the accident, and post-accident examination of the wreckage failed to disclose a mechanical problem or component failure. Radar data showed the airplane losing 600 feet of altitude in a period of 14 seconds before the airplane was lost on radar.”
A lesson that could be taken away from this unfortunate accident, for other pilots, would be to admit to yourself and ATC immediately, that you were having a navigation problem. Immediately turn on the auto pilot to maintain control of the airplane. Tell ATC what your problem is, and request radar vectors to VFR weather. Once you do that, you will have a number of experienced controllers working on a solution for you.
An FAA study in 2003 on the subject of TAA revealed the specific finding, “The predominant TAA-system specific finding is that the steps required to call up information and program an approach in IFR-certified GPS navigators, are numerous, and during high workload situations they can distract from the primary pilot duty of flying the aircraft”.
Computers are the two Ds, dumb and dutiful. The GPS navigator will take you exactly where you told it to go, which is why a pilot must always know where they are, and have good idea of the heading to the next way point, before the GPS provides that information. If not, it is very easy to get behind the airplane, trying to problem solve or figure out, how to access the required menu, to understand where you might have made a mistake.
The change from an older model Garmin 430W to a new Garmin 355W with a touch screen, also brings challenges. The Garmin 430 has concentric knobs with which input are made. The Garmin 355 and other later GPS units have a touch screen, which is very sensitive. This feature can be a problem in turbulence, as it is very easy to have your finger inadvertently touch the screen before you were ready to make an input. This action would then require a correction, at a most inopportune time, which would only add to the pilot’s workload.
TAA aircraft provide the pilot with an amazing amount of information, and the potential for very accurate navigation, provided the pilot has the training and experience to effectively operate the system. Practice, practice, practice and gaining experience slowly and in a measured sense, particularly in good weather, would be a safe way to realize all the potential of TAA.
Safe Flying.
Further Information on the subject
National Transportation Safety Board. 2010 Introduction of Glass Cockpit Avionics into Light
Aircraft. Safety Study NTSB/SS-10/01. Washington, D.C.
Technologically Advanced Aircraft, Safety and Training, AOPA
Warren Le Grice
Chair, Flight Safety Committee
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The engine rebuild for IUK is going slow due to supply chain issues and covid 19. The new date for completion is around the end of May, however we will then require an annual as well and that may take us a few more days. Please be patient.
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CFS
This past week, the issue arose again about a missing CFS from GGMA. For those of us who have been around a while, you’ll recognize this ongoing problem. Maybe it’s time for some information on the subject. Pay close attention to the “When do we need it section”, as it effects the normal flights of our AFC members.
The Canada Flight Supplement (CFS) is the official bible of aerodromes and airports in Canada, and an essential tool for licensed pilots. Produced by NavCanada, a new edition is published every 56 days (8 weeks).
The CFS has six sections:
- A general section including tables, legends and associated information on how to interpret the rest of the CFS.
- The Aerodrome Directory. This is the main part of the publication and includes an entry for every certified airport and registered airfield in the country.
- Planning: information about airspace and flight routing
- Radio navigation and Communications: lots of data on radio aids and frequencies
- Military procedures and information
- Emergency procedures. Another favorite area for Pilot Examiners to test you on.
The CFS is available in print, on some Electronic Flight Bag (EFB) software products, and also, more recently, in a stand-alone PDF file edition.
The benefit of electronic versions is they’re much easier to keep up to date. Most pilots who rely on paper don’t bother to buy a new edition very often, so they risk relying on some information that has possibly changed since their old paper copy was printed.
When do I need it?
According to Transport Canada’s publication among the things you are expected to provide for your flight test are “current editions of appropriate aeronautical paper charts and Canada Flight Supplement”.
Beyond the world of flight tests and exams it’s also important for every pilot to have ready access to the information in it.
CAR 602.60(1)(b) says you can’t take off in an airplane unless you have on board “all of the necessary current aeronautical charts and publications covering the route of the proposed flight and any probable diversionary route, if the aircraft is operated in VFR OTT, night VFR flight or IFR flight;” – so on that basis you don’t have to fly with the CFS on board during day VFR conditions. But it’s not a bad idea even if not compulsory, and you’ll still want to have access to it for flight planning, which is often done at home the night before the flight.
Can I use a pdf or other electronic version on my flight test?
Really it’s up to you. There’s no rule that says you have to use a paper copy. If you have Foreflight or something similar, or a pdf of the CFS, that’s acceptable. But whatever source you use it must be the version current at that date.
Using the CFS on a tablet can be less convenient than having a paper copy. You can’t thumb through the pages as easily, or put post-it notes next to airports of interest.
What if the batteries go flat, on my iPad?
There are all sorts of problems that can crop up during a flight, and losing access to the data in the CFS isn’t at the top of the list of things to worry about. Firstly you have probably copied out that relevant data for your destination to have it more easily to hand when you arrive.
Secondly be aware of other sources of the same information. Most GPS receivers will give you all the information about your destination and other nearby airports.
Also you can keep a copy of the CFS on your cell phone, and consider bringing a spare battery pack for your iPad or tablet.
Where do I get it and how much does it cost?
Some of your options for getting the paper and electronic versions of the CFS are as follows:
Firstly, you can buy a paper copy from aviation bookstores, an FBO or flight school. You have to pay market price.
Secondly you can order it direct from NavCanada. A year’s subscription to the paper copy is $99, and individual editions are $29. If you want the pdf then it’s $16.50 per province, plus a $5.00 handling fee on a subscription basis. You can then add the pdf to your phone, ipad or tablet and you will always have it with you.
Thirdly Foreflight includes it with its Canadian data subscription.
Clark Closkey, Aircraft Maintenance
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Ever wondered why someone hasn't been around the club lately. Are there any milestones in careers or birthdays that you wish to celebrate with someone. Welcome to Adrian's Good and Welfare. This is where Adrian will inform us of upcoming milestones in our membership and let you know if someone needs some well wishes. If you would like Adrian to make an announcement here or at the General meeting please reach out to him and he will add it.
Over the last couple of TGIF's we have been celebrating the birthday's of some of the club members that come out. Over the last month we celebrated the birthdays of Ken Campbell, Pieta DuCrocq, and Jake Rempel
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Ever wondered who just walked into the club, or wondering how to break the ice with a member. This is the place. Every month we will be focusing on 2 or 3 members a month to write a little about themselves so that we can get to know who our membership is and break down walls. We will set-up a random selector and will notify the members as soon as possible to get them in the newsletter.
Bob Bryan
I am originally from Ontario and became interested in flying through a gliding club that flew out of an abandoned grass strip around Buttonville. The telecom company that I worked for sent me to Cranbrook BC where I resided for four years. While in Cranbrook I bought a Fleet Canuck and learned a how and when to fly in the mountains. I flew the Canuck to the coast on several weekends to court the girl that I married. I sold the Canuck and purchased a Piper Tri-Pacer becaI needed more Horsepower and seats(expecting twins). BC Tel transferred me to Mission in1975 and I became a member of the Flying club. I have enjoyed being a member of the AFC and on the board of directors of both the flying club and the Abbotsford Airshow.
Lise Ash
I am a wife, mother, and more recently, a memere, (grandmother in French).
I am also an all around fun gal who always dreamed of flying.
At 54 my dream came true when I finally got my wings.
I thoroughly enjoyed my first four years of flying the club’s planes. Many members encouraged, supported, and mentored me through that time.
I am forever grateful for their help and friendship.
When Covid suddenly shut down our world my husband said “I think it’s time to buy”.
Thanks to some great advice from my friend Bob Leroux I now own a 2009 Cessna 182T C-GACG.
Although CYXX was my 1st choice for a hangar, a shortage forced me to look closer at Pitt Meadows. I have been delighted to find a friendly and encouraging community there.
I am nearing 700 hours now and have flown all around the lower mainland as well as three fundraising expeditions with Give Hope Wings.
I have plans to explore our amazing province this summer - to really get to know my own backyard.
I’m also looking forward to bumping into some of my AFC friends.
Keep the blue side up :)lise
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You come to the airport to fly on of the planes and you see a hangar door open and see someone working on something. Ever wondered who that is and what they are working on. We will shine the spotlight here on projects that are being worked on by your fellow members. This will be an opportunity for you to learn what we are working on and maybe lend some expertise or hand if needed or just to learn some interesting tips and tricks.
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What is happening at TGIF? Where is the Sunday Morning Flyout group heading this month? Are there any upcoming social or volunteer activities coming? If you have an event you want to advertise to the membership, or you are wondering the answer to the questions about, this is the spot to it.
Ongoing Events
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Wednesdays: Dutch Lunch
12:00 - 13:00
Fridays: TGIF
18:00 -
Sundays: Breakfast Fly-out
08:30 - 12:00
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General Meetings: 19:30 Second Wednesday of the Month
Executive Meetings: 19:30 Fourth Wednesday of the Month
Programs: March 9 – Grahame Wilson – Con-Air Aviation fire suppression
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Upcoming Events
April 23 - IMC Club (Contact Devin Campbell or Warren LeGrice if you would like to attend)
Clubhouse Spring Clean-Up Work Party - April 9
April 12, 2022 09:00-13:00 PST - NAV CANADA, Vancouver FIR, 2022 Virtual Area Operations Consultation Meeting (AOCM).
- The purpose of the meeting is to consult with our customers and key stakeholders about the Vancouver FIR operations.
- During the session we will be exchanging information, answering questions and sharing our plans for the future as they relate to Vancouver FIR operations.
- Any suggestions for agenda items can be sent to YVR_FIR_AOCM@navcanada.ca on or before Monday, March 21st, 2022. Thank you.
May 6 TGIF Cinco de Mayo and Mother's Day - More Info to Come
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AFC 2021 Executive
Chris Palmer - President
Ken McKeen - Vice President
Bevan Tomm - Secretary
Devin Campbell - Treasurer
- Building Maintenance
- Newsletter
- Flyout
Randy Kelley - Membership
Clark Closkey - Aircraft Maintenance
Warren LeGrice - Aircraft Safety
- Building Maintenance
- Newsletter
Adrian Renkers - Director
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AFC Airshow Directors
Steve Stewart
Tom Timm
Ruth Wiebe
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