Neil Wilson prend sa retraite en tant que PDG de NAV CANADA

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La société privée sans but lucratif NAV CANADA annonce que son président et chef de la direction depuis janvier 2016, Neil Wilson, prendra sa retraite le 30 janvier 2021. Le nom de son successeur n’a pas encore été dévoilé.

Créée en 1996, NAV CANADA fournit des services de contrôle de la circulation aérienne, des services consultatifs d’aéroport, des exposés météorologiques ainsi que des services d’information aéronautique dans plus de 18 millions de kilomètres carrés d’espace aérien intérieur et international sous contrôle canadien.

M. Wilson est arrivé à la Société en 2002 comme vice-président, avocat en chef et secrétaire général, puis il a été nommé vice-président principal, Administration, et avocat en chef en décembre 2012.

“En mon nom et en celui du Conseil d’administration, je remercie Neil pour son service hors pair en tant que chef de la direction au cours des cinq dernières années et tout au long de sa carrière à NAV CANADA , a déclaré Marc Courtois, président du Conseil d’administration de NAV CANADA. Grâce à son leadership exceptionnel centré sur les employés, la Société demeure un fournisseur de services de navigation aérienne de renommée internationale et est bien placée pour surmonter les obstacles sans précédent auxquels l’industrie de l’aviation est confrontée aujourd’hui.”

La société fait valoir que M. Wilson laisse derrière lui une multitude de contributions à l’industrie de l’aviation, dont le récent déploiement de l’ADS-B satellitaire, une technologie de surveillance de la circulation aérienne qui rehaussera la sécurité et l’efficacité du transport aérien pendant plusieurs générations.

La Liste de surveillance 2020 du BST met en évidence huit problèmes de sécurité

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Les intrusions sur la piste, les dépassements de piste et la fatigue s’avèrent de nouveau les principaux problèmes de sécurité touchant l’aviation canadienne selon la Liste de surveillance 2020 publiée le 29 octobre par le Bureau de la sécurité des transports du Canada (BST).

Publiée pour la première fois il y a 10 ans, la Liste de surveillance du BST est produite environ tous les deux ans pour mettre en lumière les problèmes de sécurité multimodale et les mesures nécessaires pour rendre le système de transport canadien plus sécuritaire.

La Liste de surveillance 2020 répertorie huit problèmes de sécurité clés, y compris les trois enjeux mentionnés d’entrée de jeu, lesquels nécessitent l’attention du gouvernement et de l’industrie. Ces huit défis à relever sur la Liste ont été déterminés à la suite de centaines d’enquêtes, de conclusions et de données probantes, ainsi que de recommandations du BST.

“La liste de surveillance évolue constamment, a déclaré Kathy Fox, présidente du BST. Si des progrès suffisants sont réalisés pour réduire les risques d’un problème précédemment inscrit sur la Liste, il s’en voir retiré. À l’opposé, l’observation de nouveaux risques entraîne l’ajout d’un nouveau problème sur la Liste. La Liste de surveillance 2020 constitue un bon exemple de cette évolution. En effet, plusieurs problèmes se répètent depuis quelques années, un nouveau problème est venu s’ajouter, un problème a été retiré et un autre a été divisé en deux points.”

Le nouveau problème ajouté à la Liste 2020 se révèle le risque de mouvement imprévu ou incontrôlé du matériel ferroviaire. Le nombre d’événements de ce type se révèle en hausse, explique le BST, avec un total de 78 mouvements incontrôlés répertoriés l’année dernière, bien au-dessus de la moyenne depuis 10 ans. Ce faisant, le BST a formulé deux recommandations concernant les mouvements incontrôlés, et il a désigné un problème de sécurité.

Le problème retiré de la Liste 2020 – qui avait été cerné pour la première fois en 2016 – est ce que le BST définit comme “la lenteur des changements apportés en réponse aux recommandations du BST.” En 2016, 52 recommandations du BST dataient d’au moins 10 ans (dont plus de la moitié de 20 ans). Cette année, le BST a évalué que les changements apportés à ce jour étaient suffisants pour retirer ce point.

Lutter contre les règles d’approche complexes

Les questions multimodales de la gestion de la sécurité et de la surveillance réglementaire demeurent sur la Liste 2020, mais y figurent désormais comme deux points distincts.

Les points qui demeurent sur la Liste de surveillance 2020, comme décrit par le BST, sont les suivants:

Dépassements de piste – Malgré les mesures prises à ce jour, le nombre de dépassements de piste est demeuré constant au Canada depuis 2005. Ce problème exige donc toujours un effort concerté visant sa réduction. Depuis 2005, le BST signale une moyenne 9,7 dépassements de piste par année dans les aéroports canadiens, dont 7,5 surviennent à l’atterrissage.

Intrusions sur la piste – Le nombre d’intrusions sur la piste, lesquelles surviennent lorsqu’un aéronef ou un véhicule se retrouve par erreur sur une piste en service, a augmenté de 86 % en 10 ans. NAV CANADA a enregistré 623 incidents de ce type au pays en 2019 (contre 334 en 2010), mentionne le BST. Même si seulement quelques-unes de ces intrusions ont été répertoriées à haut risque, les conséquences d’une seule collision méritent qu’on se penche sérieusement sur la question. Depuis que le problème d’intrusion sur la piste a été ajouté à la Liste de surveillance en 2010, le BST a mené 18 enquêtes à ce propos.

Fatigue – Le problème de la fatigue persiste malheureusement sur la Liste. La fatigue représente un risque bien présent en matière de sécurité des activités aériennes, maritimes et ferroviaires (marchandises) puisqu’elle vient altérer le rendement des individus. Depuis le début des années 1990, le BST a déterminé que la somnolence liée à la fatigue représentait un facteur d’influence ou de risque dans au moins 99 événements : 34 dans le secteur aérien, 36 dans le maritime et 29 dans le ferroviaire.

Sécurité de la pêche commerciale – Les progrès réalisés dans ce secteur en matière de sécurité ont été lents, sporadiques et localisés. Après 10 ans d’inscription sur la Liste de surveillance, les mêmes conditions dangereuses continuent de se retrouver dans les rapports du BST, notamment la mauvaise connaissance des limites de stabilité du navire, le fait de ne pas transporter l’équipement de sauvetage essentiel, et le fait de ne pas porter de vêtement de flottaison individuel.

Omission de suivre les signaux ferroviaires – Le nombre d’événements impliquant des signaux non suivis a encore augmenté. La cause de ce problème repose principalement sur un signal mal interprété ou mal perçu par le personnel. En l’absence de dispositifs physiques à sécurité intégrée, ces événements pourraient entraîner une collision ou un déraillement.

Canadian aviation pioneer Max Ward has died

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Maxwell William Ward died on November 2 in Edmonton, Alberta, at age 98. Ward began his aviation career in 1940 when he joined the Royal Canadian Air Force, where he would eventually receive his wings and in 1941 begin training pilots during World War II at various bases across the country.

With his stationing at an RCAF base in Regina, Ward married Marjorie Skelton in 1944 and the two remained married for 76 years until Ward’s passing, having four children, 11 grandchildren, and 13 great grandchildren. After leaving the RCAF in 1946, Ward went on to fly bush planes in Canada’s north, demonstrating his life-long love of flying, adventure, enterprise and the Arctic, and contributing to mapping the Canadian north.

Ward received his Commercial Pilot’s Licence in 1945 and began his flying career when he was hired by Jack Moar as a bush pilot for Northern Flights Limited, operating from Peace River, Alberta, to Yellowknife, Northwest Territories. In 1946, he organized his own air operation, Polaris Charter Company Limited, based in Yellowknife, with a de Havilland Fox Moth, flying prospectors and supplies into the mining exploration camps. In the book Picking Up The Pieces, Denny McCartney explains Ward then formed Wardair in May 1953 with this Class 4B Charter license and a brand new de Havilland Canada DHC-3 Otter single-engine prop aircraft.

Wardair grew the company into one of Canada’s largest scheduled carriers over the next 25 years with a network of international and domestic routes. It became the third major Canadian carrier to operate pure jet aircraft in 1966, with the purchase of a Boeing 727. With the addition of Boeing 707 and 747s through the 1970s and 1980s, Wardair would become Canada’s largest international air charter carrier before being sold in 1989 to PWA International, which through other mergers and acquisitions formed Canadian Airlines.

Ward received many recognitions in his career including the Order of Canada in 1975, the Alberta order of Excellence in 1989, the Order of Polaris, as well as seven honourary degrees from Canadian Universities. Ward was inducted into the Business Hall of Fame, and was one of the original inductees into Canada’s Aviation Hall of Fame in 1974.

An Induction Citation from Canada’s Aviation Hall of Fame, explains “His lengthy and continuing efforts to responsibly service this nation’s northern frontier by air, despite adversity, together with his development of a viable international charter service, have been of outstanding benefit to Canadian aviation.”

In a statement about his passing, the Ward family explains, that during his retirement, Max’s love of the Arctic shone as he and his family and friends enjoyed summers at Redrock Lake in N.W.T., where he shared his passion for photography, travel, and building fine furniture.

TSB Watchlist 2020 highlights eight safety issues

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The Transportation Safety Board of Canada (TSB) on October 29 released its Watchlist 2020, which again includes runway incursions, runway overruns and fatigue as key safety issues affecting Canadian aviation. First published 10 years ago, the TSB Watchlist is produced approximately every two years to spotlight multi-modal safety issues and actions needed to make Canada’s transportation system safer.

Watchlist 2020 identifies eight key safety issues, including the three aviation challenges mentioned above, that require government and industry attention. These eight Watchlist issues were determined based on hundreds of investigations, compelling findings and data, and active TSB recommendations.

“The Watchlist is always evolving,” said Kathy Fox, Chair, TSB. “If sufficient progress is made to reduce the risks, old issues are removed, just as new issues are added when they arise. Watchlist 2020 is a good example of this as several issues remain from previous years, but we have also added a new issue, removed one and split another into two.”

New to Watchlist 2020 is the risk of unplanned or uncontrolled movement of railway equipment. The number of uncontrolled movements is climbing, explains TSB, with last year’s total of 78 well above the 10-year average. The TSB has made two recommendations relating to uncontrolled movements; and issued one safety concern.

Removed from this year’s Watchlist is what TSB defines as “slow progress responding to TSB recommendations”, which was first highlighted in 2016. At that time, there were 52 outstanding TSB recommendations that were at least 10 years old, with more than half over 20 years old. In 2020, TSB determined that the progress made to date is sufficient for its removal.

The multi-modal issues of safety management and regulatory oversight or surveillance remain on this year’s Watchlist, now as separate issues. Also remaining on Watchlist 2020, as described by TSB are:

Runway overruns
Despite actions taken to date, the number of runway overruns in Canada has remained constant since 2005 and still demands a concerted effort to be reduced. Since 2005, TSB reports there have been on average 9.7 runway overrun occurrences per year at Canadian airports, of which 7.5 occur during landing.

Battling complex approach rules

Runway incursions
The rate of runway incursions, which occur when an aircraft or vehicle mistakenly occupies an active runway, has increased by 86 per cent over 10 years. NAV CANADA recorded 623 runway incursions in Canada in 2019 (up from 334 in 2010), explains TSB; and even as only a few of these incursions were classified as high risk, the consequences of a single collision could be significant. Since this issue was added to the Watchlist in 2010, the TSB has completed 18 investigations into runway incursions,

Fatigue
One of the most pervasive issues that remains on the Watchlist, fatigue poses a risk to the safety of air, marine, and freight train operations because of its potential to degrade several aspects of human performance. Since the early 1990s, the TSB has identified sleep-related fatigue as a contributing factor or a risk in at least 99 occurrences – 34 in aviation, 36 in marine, and 29 in the rail sector.

Commercial fishing safety
Progress on safety has been slow, sporadic, and localized. After 10 years of being on the Watchlist, TSB reports continue to identify the same unsafe conditions, including poor knowledge of a vessel’s stability limits, failure to carry essential lifesaving equipment and failure to wear a personal flotation device.

Following railway signals
The number of reported occurrences of signals not being followed has increased as train crews misinterpret or misperceive a signal indication. In the absence of physical fail-safe defences, this could result in a collision or a derailment.

Wilson to retire as CEO of NAV CANADA

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Neil Wilson is set to retire from NAV CANADA effective January 30, 2021. He has been President and CEO of the private, not-for-profit company since January 1, 2016. Established in 1996, NAV CANADA provides air traffic control, airport advisory services, weather briefings and aeronautical information services for more than 18 million square kilometres of Canadian domestic and international airspace.

Wilson joined the company in 2002 as Vice President, General Counsel and Corporate Secretary, and was promoted to Executive Vice President, Administration and General Counsel in December 2012. His successor has not yet been announced.

“The board and I would like to thank Neil for his outstanding service as our Chief Executive Officer over the last five years and throughout his career at NAV CANADA,” said Marc Courtois, Chair of the Board of Directors. “With a focus on people and thanks to his exceptional leadership, NAV CANADA remains a world leading air navigation service provider and is well positioned to navigate the unprecedented challenges facing the aviation industry today.”

The company explains Wilson leaves behind a legacy of contributions to the aviation industry, including the recent deployment of space-based ADS-B air traffic surveillance technology that will make air travel safer and more efficient for generations to come.

Garmin releases G500 TXi and G600 TXi display enhancements

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Garmin International commercially released G500 TXi and G600 TXi flight display enhancements to provide more cockpit capability. Cirrus SR20/SR22 aircraft equipped with either legacy Avidyne flight displays or original flight instruments can now upgrade to the G500 TXi to display engine information, such as percent power, turbocharged engine information, as well as support for electrical gauges displaying up to six parameters.

Additional enhancements to the TXi flight display include DFC90 autopilot compatibility in Cirrus SR20/SR22 aircraft models. When interfaced with an existing DFC90, both the G500 TXi and G600 TXi support mode annunciation and full bug synchronization on the primary flight display. For added redundancy in aircraft equipped with dual attitude and heading reference system (AHRS), the DFC90 can utilize both sources of AHRS data. In the unlikely event of an AHRS failure, pilots have the option of selecting which AHRS source to use, allowing the autopilot to remain fully functional.

GFC 500 autopilot support is expected for SR22/SR22T aircraft later this year (fourth quarter), which will include features such as Garmin’s Electronic Stability and Protection and descent vertical navigation.

Also new, the turbine-engine equipped Piper PA46-500TP Malibu Meridian is compatible with the Engine Indication System (EIS) on the G500 TXi and G600 TXi flight displays. Pratt & Whitney PT6A turboprop engine display compatibility is currently available for several aircraft models, including the Cessna 208/208B, Daher TBM 700/TBM 850 and the PA46-310P/350P JetPROP. Features of the EIS system for turbine aircraft include engine timers, exceedance recordings, dynamic engine indications, as well as wireless data logging.

The 10.6-inch TXi flight display now features an MFD/EIS layout design, showing EIS data in a single strip on either side of the flight display that occupies 20% of the display. As an example, pilots now have the option of displaying moving map information on the remaining 80% of the flight display, or they can evenly split that into two windows to show the moving map alongside an approach chart.

(Photo: Cirrus)

Canadian pilot Janjua joins Virgin Galactic

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Virgin Galactic on October 27 introduced two new pilots, including Canadian Jameel Janjua, who are joining its commercial spacecraft program. Currently centred around the SpaceShipTwo VSS Unity aircraft, the program aims to provide suborbital spaceflights to tourists and a launch platform for scientific missions.

The addition of Janjua and Patrick Moran to Virgin Galactic pilot corps, brings the operation’s total number of pilots to eight, based at Spaceport America in New Mexico – leveraging the Mojave Desert for test flights.

Both Janjua and Moran will embark on an extensive training program before flying SpaceShipTwo, explains Virgin Galactic. They will also train to fly the carrier aircraft, VMS Eve, which is the company’s launch platform and also allows the pilots to fly simulated parts of the SpaceShipTwo flight trajectory, gaining hands-on training. The two new pilots will also be involved in flying other company support aircraft, working mission control, flight planning, and participating in various engineering and project roles.

Janjua and Moran have both flown for the U.S. Military in training and operational roles, as well as a number of commercial roles. Janjua has completed over 4,000 flying hours in more than 45 different vehicles throughout a career that spans over 20 years in the Royal Canadian Air Force. He also completed exchange tours for the Royal Air Force and the US Air Force and is on the Board of Directors for the Society of Experimental Test Pilots.

Moran served as a pilot in the Marine Corps for 20 years, including roles as a Test Pilot, Test Pilot school instructor, and the Lead Government Test Pilot for Navy and Marine Corps versions of the F-35 Joint Strike Fighter. He then entered business aviation as a broker, consultant, and charter pilot, and joins Virgin Galactic with over 3,000 flight hours in 34 different aircraft.

“As a flight instructor I loved to take people flying in the F/A-18 for the first time, to see their huge smiles as they climbed out of the cockpit,” said Moran. “I can’t wait to share the experience of going to space with our Future Astronauts and to see their reactions as they step out of the spaceship and describe their views of Earth from space.”

In addition to its SpaceShipTwo program, Virgin Galactic in August 2020 unveiled the first stage design for its planned build of a high-speed aircraft aimed at commercial travel. The company at that time also reached a non-binding Memorandum of Understanding (MOU) with Rolls-Royce to collaborate in designing and developing engine propulsion technology for the high-speed commercial aircraft.

“Jameel and Pat both come with a tremendous range and depth of experience of both military and civilian aviation, and test flying in particular,” said Dave Mackay, Virgin Galactic’s Chief Pilot. “Their backgrounds, in addition to their accomplished interpersonal skills, will make them hugely valuable – particularly as we prepare for and, soon, enter commercial passenger operations.”

TSB reports on fatal powered paraglider collision with dust devil in Alberta

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The Transportation Safety Board of Canada (TSB) on October 28 released its investigation report (A20W0035) into the May 13, 2020, fatal collision with terrain involving the pilot of a powered paraglider and a dust devil in Gibbons, Alberta, near Edmonton. TSB explains dust devils are common in Alberta and are more prevalent during warm sunny days with low ambient humidity, where localized heating occurs in dry bare soil. In such conditions, TSB explains localized rotating updrafts may be created and are only visible if there is loose material on the ground to highlight it, such as dust, sand, straw or snow.

The aircraft involved in the May 13 fatal accident was a RS Ultra Kangook MF Paramotor powered paraglider, which was registered with Transport Canada as a basic ultralight and was equipped with an APCO Vista HP S canopy. A post-accident examination of the canopy, suspension and control lines, trike, and engine were completed with no anomalies found that would have contributed to the loss of control.

The RS Ultra Kangook MF (registration C-ILQJ, serial number 463) was conducting a local recreational flight from a private field 4.5 nautical miles northwest of Gibbons. The accident occurred during the pilot’s second flight of the season and of that week. After completing the pre-flight inspection, TSB explains the pilot at around 3:15 pm local time departed the field in a southeasterly direction, flying locally within one nautical mile of the field for approximately 25 minutes.

The entire flight was captured on a video camera attached to the pilot’s helmet, which TSB used extensively for its investigation. One minute before the accident, TSB reports the pilot performed an approach to the take-off area in a southeasterly direction. Just before touchdown, power was applied and a go-around to the south was commenced. When it was approximately 75 feet above ground level, the aircraft flew through a dust devil. Without input from the pilot, the aircraft’s climb rate suddenly increased, explains TSB, as the aircraft rolled sharply to the right, and the paraglider lines wrapped around the pilot, the trike, and the turning propeller, eventually collapsing the entire canopy. At approximately 3:45 pm, TSB reports control was lost and the aircraft impacted the ground, fatally injuring the pilot.

The pilot held a pilot permit – ultra-light aeroplane – that was restricted to powered parachutes only. TSB explains he was issued the permit by Transport Canada on December 2, 2019, after completing his training during the summer of 2019. During his training, he had completed 20 hours of ground school, 10 hours of solo flying, and 49 takeoffs and landings, including normal and emergency manoeuvres. The pilot had carried out his training on the occurrence aircraft. The investigation could not determine the total number of paraglider flying hours the pilot had.

The weather conditions immediately before and after the occurrence flight were consistent with visual meteorological conditions, explains TSB. The closest aerodrome forecasts (TAFs) and aerodrome routine meteorological reports (METARs) that were available for planning purposes before the flight were from Edmonton/Namao Heliport (CYED), Alberta, located at CFB Edmonton, approximately 16.4 nautical miles south-southwest of the accident site.

TSB notes the TAF for CYED, valid from 12:00 on May 13, 2020; midnight 0000 on May 14, 2020, was as follows: Wind variable at 3 knots, visibility greater than 6 statute miles, few clouds based at 8,000 feet above ground level. The hourly METAR for CYED, taken 15 minutes after the time of the accident, indicated the following: Wind 160° true (T) at 2 knots, visibility 9 statute miles, clear skies, temperature 15 °C, dew point −5 °C.

TSB explains a windsock located on the fence line at the south end of the field being used for operations was observed at various times in the video recording of the 25-minute flight. The wind direction was variable, ranging from 135°T to 285°T, but TSB notes wind velocity was harder to establish as the wind sock was not a standard aviation type. When fully extended, TSB explains the windsock represents a minimum wind speed of about 5 knots. During the occurrence flight, the windsock was fully extended most of the time when it came into view in the video.

LE MOT DE LA PRÉSIDENTE: NOVEMBRE 2020

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Pour l’amour du ciel

L’industrie canadienne de l’aviation dans son ensemble connaît l’un des plus grands défis de son époque; Covid-19. Avec des frontières fermées et des restrictions de voyage intensives, de nombreux exploitants aériens ont garé leurs flottes sans savoir le moment juste où ils peuvent les retourner dans le ciel.

Pour de nombreux pilotes en herbe, l’état de l’industrie aéronautique au milieu de la pandémie de coronavirus les incitera à reconsidérer leurs futures. Alors, comment pouvons-nous garder notre jeune génération intéressée dans l’aviation?

Bon nombre de pilotes chevronnés et expérimentés choisiront de prendre une retraite anticipée ou de quitter l’aviation entièrement au milieu de la pandémie. Cela se traduira par un écart de compétences au sommet, avec une pénurie accrue de pilotes expérimentés et les exploitants aériens devront travailler fort pour combler cet écart. Si les étudiants en formation de pilotage commencent à s’entraîner maintenant, il faudra environ deux ans avant pour terminer,ce qui pourrait coïncider avec le rebond économique. Les gens voudront et auront besoin de voler, soit pour des raisons personnelles ou pour le travail.

Dans l’adversité vient l’occasion. Ce n’est pas parce que vous ne pouvez pas obtenir un emploi en tant que pilote en ce moment même, que vous devriez arrêter de voler entièrement. Il n’existe que le moment maintenant pour déplacer notre attention et se concentrer sur le côté amusant de l’aviation. Parce que c’est amusant! La majorité des membres COPA volent pour cette unique raison.

C’est le moment de montrer à cet Nouvel Équipage de pilotes que même sans poursuivre une carrière dans l’aviation, voler peut faire partie de votre vie quotidienne. Il est de plus en plus important pour les clubs COPA d’être la force sociale qui maintient les jeunes esprits de pilotes motivés et inspirés. Après tout, vous ne pouvez pas piloter des avions sans piloter des avions, point final.

À titre de réflexion, les vols COPA peuvent organiser des rencontres et des accueils, soit virtuels ou en personne, avec le pilote expérimenté et partager des histoires de vol AG. Ou mieux encore, planifiez une journée Decouvir l’AG à votre aéroport. Pour la tranquillité d’esprit les membres COPA sont couverts d’une couverture d’assurance supplémentaire. Votre passager pourra non seulement vivre l’expérience du vol, mais aura accès à une formation au sol en ligne gratuite, grâce à Hangaaar, réduisant ainsi le coût de la formation pilote privé initial.

Trouvons de nouvelles façons de faire de vieilles choses à la suite de ces temps imprévisibles. Réinventons le modèle de formation de pilote et l’ingéniosité pour réussir et grandir.

On ne peut nier qu’il y a une crise du transport aérien et que des emplois et des entreprises sont en jeu. Mais il y a une vue d’ensemble, c’est la ténacité et la détermination du jeune pilote inspiré. Historiquement, l’industrie de l’aviation s’est toujours rétablie et je ne doute pas qu’elle surmontera ce bouleversement majeur.

PRESIDENT’S CORNER: NOVEMBER 2020

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For The Love Of Flight

The Canadian aviation industry as a whole is experiencing one of the biggest challenges of its time; COVID-19. With closed borders and intensive travel restrictions, many air operators have grounded their fleets and are faced with little knowledge of when they may return to the skies.

For many budding pilots, the state of the aviation industry amid the coronavirus pandemic will make them reconsider their future career options. So how do we keep our younger generation interested in flying?

Many of the seasoned and experienced pilots will choose to take early retirement or leave aviation entirely amid the pandemic. This will mean a skill gap at the top, with an increased shortage of experienced pilots and air operators will need to work hard to plug this gap. If student pilots start training now, it will be about 2 years before they are finished, this will coincide with the economic rebound. People will want and need to fly for either personal reasons or for business.

In adversity comes opportunity. Just because you can’t get a job as a pilot right now, or maybe even in the next couple of years, doesn’t mean you should stop flying entirely. There is no better time than right now to shift our attention and focus on the fun side of flying. Because it is fun! Many of us are in this for that reason alone. This is the time to show this New Crew of pilots that even without a career in aviation, flying can be a great part of your life.

It is ever more important for COPA Flights to be the social glue that keeps young pilot minds motivated and inspired. After all, you cannot fly airplanes without flying airplanes, period.

As a thought, COPA flights can organize meet and greets, either virtual or in person with the experienced GA pilot sharing stories. Or better yet, plan a Discover GA Day at your airport. COPA Flight members are covered with additional insurance coverage for peace of mind. Your passenger will not only get to experience the fun of flight but can enroll in a free ground school, thanks to Hangaaar, thus reducing the cost initial flight training.

Let’s find new ways of doing old things as a result of these unpredictable times. Let’s reinvent the flight training model and the ingenuity to succeed and grown.

There is no denying that there is an air-travel crisis and that jobs and businesses are at stake. But there is a bigger picture, and that is the tenacity and determination of the young inspired pilot. The aviation industry has historically always recovered and I have no doubt it will overcome this major upheaval.