>

Category Archives: Featured

Cirrus’s Fresh Approach Represents A New Pathway To Piloting

By: Mark Phelps

Originally posted on the AvWeb.com blog on March 07, 2024

Cirrus aircraft. Photo credit: cirrusaircraft.com

Cirrus took its marketing strategy in a new and different direction with January 11’s livestream “reveal” of the new G7 version of the SR-series piston singles. As a “mature” pilot in the process of reestablishing instrument currency, I had mixed feelings on the overriding message.

The livestream made no secret that Cirrus is targeting customers traditionally outside the usual general aviation range—younger (meaning, “not old like me”), financially qualified prospects who wouldn’t have considered owning their own airplane without a nudge. Cirrus cited market research that suggests the COVID pandemic exposed a fertile swath of potential new Cirrus buyers to the travel experience in personal aircraft. For those with an existing interest in general aviation, the time made available due to the pause in commuting and business travel—and funds available due to lack of other spending options—opened up their opportunity to pursue learning to fly. That population caused a bulge in Cirrus sales.

But now, it’s friends and colleagues of that group that Cirrus believes could be influenced to take wing, themselves.
The tag line “Everything in Reach” has a double meaning. More literally, it references how the cockpit is redesigned so controls and avionics fall more readily to hand, the better to take advantage of phone/tablet-like touchscreen control.
But as illustrated by the promotional video, the wider message is that personal flying (in a Cirrus, of course) brings exciting, distant destinations within easy reach. At first blush, I feared it came off as a suggestion that flying a Cirrus is “so easy, even a caveman can do it.” That’s a potentially dangerous pathway to tread. General aviation has a tainted history when over-promoting how simple and safe personal flying can be. But on closer examination, it appears more likely to me that Cirrus has its bases well covered when it comes to ensuring customers lured by the sizzle are indoctrinated with a robust safety culture.
The Cirrus website’s training section lists four categories, starting with “Becoming a Pilot.” It references Cirrus’s global network of training partners who will “help you experience the joy of flying from an initial discovery flight through your entire Private Pilot flight training and beyond.” My hope is that Cirrus has directed its ab initio training partners to focus on the fundamentals of aerodynamic hand-flying, rather than placing excess emphasis on the buttonology that comes later in the learning process. That will generate better and safer stick-and-rudder pilots.

Next, Cirrus shows a comprehensive curriculum for the specific learning required to master its SR20 and SR22 models and their systems. The G7 update stresses simplicity and clearly leverages how more youthful prospects enjoy a comfort level with automation and touch-ology that their parents—and grandparents—may struggle with. But again, my hope is that the technology is taught as the means to flying safely in a traditional, seat-of-pants manner, rather than an end game unto itself.

Under “Continued Education” Cirrus shows an appreciation for the critical necessity of continued recurrent training, at all levels. Its online portal approach recognizes that today’s learners are adept at acquiring and retaining safety-critical information remotely, with a balance of live, real-time experience. The importance of regular recurrent training is well-appreciated in the professional pilot population, and it is hoped Cirrus will be successful in transferring that culture to its future owner/operators.

That brings up another interesting facet to the current Cirrus marketing approach. The company is presenting the opportunity for owners who don’t feel the urge nor the confidence to learn to fly themselves to enjoy the benefits of GA flying. Cirrus has a program for connecting new owners with potential professional pilots who would handle the driving.

Finally, Cirrus can be excused for including a teaser for potential new pilots by adding a section on Vision Jet Training to the webpage. That carrot-on-a-stick (hopefully a long stick) could be the final push to get someone started on this journey.

But it’s vital that Cirrus’s new target customers understand that they are buying into a journey—not a turnkey purchase like a jet ski or an exotic automobile. In my mind, it’s critical to the success of Cirrus’ new strategy that they consider how they will navigate a situation where someone with a large checkbook shows themselves to “just not be cut out to fly.” To me, it would be best to establish that possibility up front in the process, with a range of no-harm/no-foul exit strategies in place for buyer and seller, alike. That could include the aforementioned option to hire a qualified pilot, or some other option that keeps “Everything in Reach,” but also keeps everyone safe.

Member Profile: Maurice Prud’homme

By: Phil Lightstone

Originally written for the 2024 March/April issue of Flight Magazine

Maurice Prud’homme began flying when he was 38 years old and is famous for his annual Mo’s Fly-In, typically held on the Ottawa River. Fast forward to 2024, Maurice or Mo as he prefers, has over 5,000 hours in his logbook, mostly in ultralight and recreational aircraft. He owns a Pelican GS, has been a COPA member since 1987 and is part of COPA Flight 169 Pontiac. In his prime, Mo flew 300 hours a year, but now rarely flies in the winter.

Maurice Mo Prud’homme at Mo’s fly-in 2023. Photo credit: Jean-Pierre Bonin.

Born in 1947, Mo got his licence in 1985, but after the first few years of renting bought an aircraft. Mo recalls his first aircraft ride “I was eight or nine years old and I really wanted to go, however it was $5.00 and I only had $2.00, so I asked for a shorter flight. The pilot accepted and that is when I knew I wanted to be a pilot! I remember I was making .50 cent an hour at work. I kept on seeing these two ultralights and I finally had the nerve to ask how much they cost. They told me $3,000, which I finally bought. Few years later I took a course at the Carp Airport. When landing, we landed in a big water hole and it splashed everywhere, like a shower and I thought, this is so much fun.”

Mo joined Air Cadets and recalls: “that’s a funny story, I was one of seven kids, three brothers and three sisters. I was the mischievous one. My mom wanted to get rid of me and sent me to Air Cadets. They kept screaming at me to do things and I wouldn’t and then someone said to me “are you stupid?” that was it, I quit! I took all the cadet clothes off, only had my underwear left and I grabbed my bike and went home! I needed freedom.” Mo’s most memorable flight was when he worked in Fort-Coulonge for a maple syrup company. “I would take my airplane with my friend Colonel Carl Bertrand every day to go there and come back.”

Mo has owned several aircraft over the years. He took an aviation maintenance course in Toronto taught by Dave Loveman. He brought his own engine to the course giving him hands on experience. Over the years, Mo did all his own maintenance including replacing engines. “I currently own a Pelican GS and I also had another Pelican however I can’t remember the model. I had an accident with it back in the early days. There was wind and it caught the right wind and then broke the left wing. It stayed in my backyard for over 10 years. At one point I had the two airplanes, however only one was working.”

Mo’s second passion is food. While his first job was repairing gum machines, he has worked in over 60 restaurants until starting at the Parliament buildings at age 16. They paid him to go to Algonquin College to become a chef and even though he did not have a high school education, he passed the course and eventually became a chef with 30 cooks reporting to him. “All my staff disliked me because I always wanted perfection! When the Queen came to Canada, it took us one full year to prepare the supper. The meal cost $1,000 a person and dessert was Baked Alaska (they all had to be the same and perfect)”. From an assistant Chef he became the Acting Executive of the kitchen. “I was flying my aircraft to work every day from my house and the RCMP would check my plane. I even went to the Hilton Lac Leamy Casino with my aircraft, but that’s another story.” Mo retired just before his 50th birthday.

Mo hosts a winter fly-in every year, but in 2023 started a fall fly-in. Mo’s 2024 Fly-In will be the 35thconsecutive year. Since the fly-in’s inception, over 1,750 aircraft and helicopters have attended. One year, there was over 120 aircraft and helicopters. The event has been held on the Ottawa River, in front of Mo’s home. Last year, the event moved to the Pontiac Airpark (CPN2). As a world-renowned chef, Mo cooks a world class chili, with just the right heat to not only keep you warm (while on the ice) but your mouth burning. In fact, up until 2017, Mo single handedly organized and executed the fly-in. Richard Raymond, Louis Dufresne, Jean Robertson and Alain Goulet joined the all-volunteer team to ease Mo’s workload. The runway (16-34) is 3,280 feet x 100 feet, the surface is ice and snow and may be ploughed. Skis are recommended.

Mo’s aviation journey can be summed up as: “it’s the best, up in the air you are free”. Mo’s friends say “that I’m hard-headed. When I want something done, I get it done. One year for my Fly-In I got the Silver Dart all the way from Toronto. I had to pay for room and board for the driver and it cost me over $2,000 of my own money, but I love doing that. It’s my passion.” In 2020 Maurice received honorary membership into Aviateurs Québec.

Michele Milotte and Mark van Berkel from COPA National with Maurice Prud’homme at the 2023 Mo’s Fly-In. Photo taken by Jean-Pierre Bonin.

Inspiring (and Supporting) More Women in the Left Seat

Pictured is a group of women who met at a COPA Flight 97 event in St. John's, NL. Often at these types of gathering, you'll find women excited to meet other women! From left to right: Sharon Cheung, COPA National, Meghan Rooney, St. John's International Airport Authority, Megan Russell, COPA/CASARA/Provincial Airlines, Minette LeDrew, COPA/CASARA, Sheri Ford, COPA/CASARA, Bev Williams, CASARA National and Verna Wirth, CASARA National.

As we know through statistical data sourced from Transport Canada (TC), the number of private pilot licences in Canada has been steadily decreasing over the last decade. The Transport Canada charts below show the current state of flying in Canada, with the numbers for women who fly remaining at a median of 7%.  

Promising and recent data (as of 2023) from the regulator indicates that in 2023 numbers rose to 12% of the 6,354 pilot licences issued by TC, 58 per cent more than in 2010. Over half of these licences (52%) were for recreational purposes.  

In honour of International Women’s Day, let’s identify how we can help up these numbers.  

Talk about your flying with friends and family
One of the first steps to attracting new pilots is to demonstrate what’s possible within general aviation. This can include talking about your flying with friends and family and answering their curious questions about your hobbies.  

Emilie Perron, our 2021 Neil J. Armstrong Ab-Initio Scholarship recipient was introduced to flying by a hockey friend’s grandfather in 2020. From that first flight, her interest in aviation grew and she applied for our scholarship with the help of local COPA members. Emilie remains active with COPA Flight 23 – North Bay today.  

Share your why
The second step is to share why you enjoy flying. Tell others about your tales of adventure, the challenges you overcame, the personal growth you developed, how you travel in a unique mode of transportation from point a to b, how you’ve fostered a community of mentors and friends, and anything else that inspires others to gain interest in aviation.   

Build visibility to organizations that create change 
While COPA itself works to make flying accessible, there is no denying that other groups exist in our ecosystem that do a lot of good for others. We build a bridge with these groups by sponsoring and supporting their educational initiatives.  

These organizations include Elevate Aviation, the Ninety-Nines, the Canadian Women in Aviation, the Urban Pilot’s Network, and the Black Aviation Professionals Network. We also play our part by building visibility of recreational flying when involved in these networks. If you know of someone who would feel more comfortable starting out their flying journey with others who look like them, introduce them to these groups. There is a common phrase that is often said when it comes to representation, “to see her, is to be her.” I agree with this sentiment, the more we see pilots who look like our parents, our neighbours, ourselves, the more pilots we will inspire. 

Additionally, these groups tend to offer scholarships tailored to their communities. Promoting women-focused pilot training scholarships among women, for example, helps increase the number of pilots in Canada.  

Be involved in groups that introduce others to flight
Our COPA Flight 53 in Picton, Ont., organized their inaugural Find YOUR Wings career expo in 2023. Pilots from the community came out and supported the event to help girls and young women broaden their horizons around careers in aviation and local Discover Aviation intro flights were offered by COPA members. There are dozens of similar events across Canada, such as the Red Deer Girls in Aviation Day, which is regularly supported by COPA. 

Offer a Discover Aviation flight
Organize your own introductory flights through our Discover Aviation program. Whether hosting an event that offers group flights to girls and women or personal flights, COPA covers the event insurance and top-up liability for our volunteer pilots. In many cases, we will support through in-kind or monetary contributions.  

This COPA program is open to anyone age 8 and up, and in 2023, 35 of our COPA Flight chapters hosted Discover Aviation events. Consider dedicating one event to specific groups of pilots-in-the-making.  

Be welcoming and find ways to build bridges
I hear questions from young people all the time – ‘what if we want to fly, but we don’t feel welcome in the hangar with the other pilots?’ The same can be said for any other group, whether women or people of colour who are stepping foot into a flying club for the first time. Being welcoming and encouraging them to meet your flying peers can go a long way! Take the time to say, ‘hello’ to someone new and ask them what interested them to take that first step. 

Reflect on your own chapter and its leadership
I have yet to meet a COPA Flight that isn’t filled with supportive members. If one member has an interest in, let’s say, ‘survival training,’ the next week, I’ve heard of fellow members brainstorming ideas to bring this activity to life.  

Let’s shift this thinking to the culture of your COPA Flight – does it create leadership opportunities for all its members? Does it actively work with other groups, like the 99s? 

Offer mentorship
Developing interest in aviation is one thing, but taking action to pursue a certification or licence is another. The knowledge that our COPA members possess is intrinsically valuable to the viability of flying in Canada. Aspiring or new pilots could benefit from your mentorship and experience.  

I have been working towards my Private Pilot’s Licence. Despite a network of generous pilots more than willing to share their lessons with me, I have dropped on and off with my training over the last 12 months for a variety of reasons. Having friends like Minette LeDrew from COPA Flight 97 reach out to offer support and remind me to, “enjoy the process, you only learn to fly once!” or leaders like Mark van Berkel from our national office regularly check-in with me to offer encouraging words like: “it’s never a good time, so now is the best time” have helped me beyond measure to stay committed to my goals.  

Seek mentorship
Ok, this one comes from my colleague, Hanna Abdo, Communications and Events Specialist. I asked him to read this article over, and he highlighted how there are many women already in the field available and willing to support upcoming female pilots. He then pointed out all the women we’ve highlighted during gender equality week this year and will again in upcoming member profiles. So, I suppose this point is twofold, seek mentorship but also recognize that no one truly achieves anything on their own.  

Understand the realistic barriers for entry
Gender equality issues aside, there are many multi-dimensional barriers that prevent someone from pursuing their flight training. This can be financial or mental barriers, it can be policy-related changes, it can be lack of training aircraft or decaying airport infrastructure, and it can even be societal (how flying can be viewed as harmful to the environment). While COPA is working to mitigate against some of these barriers or debunk any myths, we need our COPA Flight chapters and members to join us in these discussions, regionally. It’s easy to point out all the flaws within a system if we’re not in the arena ourselves, I challenge you to join us and strengthen our influence. One way to do that can be by renewing your COPA membership and/or donating to our Freedom to Fly Fund. 

Do the research to understand the multi-complex issue
There are ongoing efforts by both industry and government to support more women in aviation. In 2020, the US Congress mandated for the creation of the Women in Aviation Advisory Board, which brought in representatives from major airlines and aerospace companies, associations, engineering business associations, academic institutions, and more. In 2022, they published a report that highlighted some of the reasons women do not enter or stay in aviation, this mostly centred around themes of less exposure to opportunities, lack of mentorship and/or sponsorship into leadership roles, lack of support as it related to gender stereotypes (e.g., only boys become pilots); tokenism; confidence gap; lack of parent or child awareness; lack of scholarship or financial aid; perception of equality; lack of female role models; lack of leadership opportunities and/or development. 

Ask what the other necessary steps are for promoting flying in Canada?
Looking at the stats can be discouraging or frustrating. Women’s groups have existed for years, and educational programs from various organizations have been around making an impact but perhaps it’s time to add to these efforts and seek out alternative solutions that can inspire more generations of aviators to come.  

 

WISA has its eye on innovative pilot training

Photo credit: University of Waterloo
Originally published by the Waterloo Institute for Sustainable Aeronautics (WISA) on the University of Waterloo website on January 23, 2024.

University of Waterloo researchers are breaking barriers by using eye tracking technology to transform pilot training in Canada

As Canada searches for a way to address its lingering pilot shortage, University of Waterloo researchers believe a solution to help reduce the cost of training is in sight.

With Government of Canada funding, through the Federal Economic Development Agency for Southern Ontario (FedDev Ontario), experts at the Waterloo Institute for Sustainable Aeronautics are employing novel technology to investigate how eye movement patterns change as student pilots learn to fly. Their research will contribute to a more objective assessment of a pilot’s skill level and make pilot-training cheaper, more efficient and inclusive.

Although the study is currently in progress, doctoral student Naila Ayala has already established differences between novice and expert pilots that could lead to improvements in pilot training, which could help put new pilots in the air sooner.

An authority in visuomotor and gaze behaviour whose research is rooted in systems neuroscience, Niechwiej-Szwedo has previously shown that tracking eye movements can reveal how an individual processes information, which is tightly linked with ensuing behaviors. In 2019, she began applying this knowledge to the field of pilot training.

Her research at WISA is timely. Canada needs new pilots — according to one estimate, more than 7,000 by 2025. Growing the pool of potential student pilots and improving how they are trained could help fill this gap. Eye-tracking might be a valuable tool on both counts.

WISA is applying funding provided by FedDev Ontario to support Niechwiej-Szwedo’s research team, which has developed a synchronized system allowing a seamless recording of eye movements and flight performance data in a high-fidelity flight simulator.

To do this, Niechwiej-Szwedo partnered with AdHawk Microsystems. The Waterloo-based company invented a new type of low power, research grade eye tracker that uses a micromirror system to scan the eyes with a beam of light instead of using less efficient camera-based methods.

Expertise is associated with a distinct pattern of gaze behaviour. (Ayala, Zafar et al., JEMR 2023). Photo credit: University of Waterloo

Phase one of this research involved graduate students at Waterloo — including Royal Canadian Air Force officer Capt. Laura Lester — who contributed their expertise to develop the experimental protocol that is now being used in a longitudinal study. This study, conducted by doctoral student Claudia Martin Calderon, employs continuous or repeated measures to follow individuals over prolonged periods of time.

In phase two, the research team will gain new insights into how eye movement and gaze behavior change as student pilots learn new skills. Each student participant is being tested three times in the flight simulator — first when they start training, next after 10 hours of flight-training time and finally after they’ve received their private pilot’s licence. How a student pilot’s eyes move, their scan patterns and the duration of eye fixation are all registered at these three stages. This research will provide the crucial insight into objective biomarkers associated with skill learning and the development of expertise.

The information gleaned from these tests could explain why some student pilots can act on information better, fly a plane more efficiently and learn faster than others do. Such results could revolutionize pilot education.

For instance, the length of time and cost currently required to obtain a pilot’s licence can both prove formidable obstacles to aspiring students. But if Niechwiej-Szwedo’s research results in pilot education based more on competency and less on an arbitrary number of hours in the air, those obstacles could be surmounted and the time and cost required to become a pilot reduced. That would make pilot training more accessible to people who currently lack the funds. It could also save fuel and help the environment.

“Aviation training is already top-notch; however, the implementation of eye-tracking technology could advance pilot training to a new level by providing instructors with information currently not available,” Niechwiej-Szwedo says. “For example, examining eye-scan patterns could reveal why some pilots are making errors during a flight. Perhaps student pilots are simply failing to look at the relevant information at a critical time, and this behaviour could be trained.

“There is significant interest in this technology from industry,” she adds. She hopes to establish how effectively her method of eye-tracking can work in pilot training by spring 2024.

WISA received nearly $9.2 million from FedDev Ontario and is supporting 38 Research-for-Impact projects, including Niechwiej-Szwedo’s research.

Aviation Fuel – MOGAS, 100LL, and Beyond

Fuel pumps at Brockville – 1000 Islands Tackaberry Regional Airport (CNL3)
Fuel pumps at Brockville – 1000 Islands Tackaberry Regional Airport (CNL3)
Fuel pumps at Brockville – 1000 Islands Tackaberry Regional Airport (CNL3)

Written by: George Farrington, Director, External Relations

For many pilots, MOGAS or motor gasoline presents a cost effective and easy to come by fuel option. There are even some aircraft engines, such as the Rotax 900 series of engines, where MOGAS is suggested for use over AVGAS (aviation gasoline). Dozens of aircraft engines and hundreds of certified airframes can also apply for a MOGAS Supplemental Type Certificate (STC), which permits the use of MOGAS in that aircraft.

MOGAS STCs have existed since the 80s, and can provide a cost benefit, an easier to access fuel source and potentially reduced maintenance requirements. With a lot of older aircraft piston engines originally designed to operate on fuel octanes lower than current automotive fuel, the STC is usually a paperwork endeavour, with a handy sticker to demonstrate that the aircraft is approved for MOGAS use.

Canada’s Clean Fuel Regulations, which came into effect in July 2023, encourages the use of clean fuels like ethanol to be blended automotive gasoline and some provinces and territories require the addition of 5 to 10% ethanol to gasoline.

Groups are protesting the lack of ethanol free fuel, as current gasoline containing ethanol can have adverse effects on classic cars, small gasoline engines and marine engines. The engines and fuel systems of most modern vehicles are not affected by fuel containing ethanol, however there are many vehicles that are adversely affected by the use of ethanol. The most recent petition to the Government of Canada initiated by an individual on behalf of vintage automobile owners in Canada is requesting ethanol free fuel be available in higher octanes, able to be purchased at automotive fuel stations.

When used in some aircraft, ethanol can degrade certain plastics, fibreglass, rubbers and aluminum that form part of the fuel system of many aircraft, and aircraft accidents have occurred from blocked fuel filters and lines from the degraded tanks and hoses. Additionally, ethanol can absorb a larger amount of water than gasoline can, so any condensation or other water in the fuel tank will be absorbed at a higher rate, with the potential to cause issues with combustion and effect fuel flow.

Ethanol can cause vapour lock, which can cause engine fuel starvation. This is especially prevalent at altitude, and some aviation authorities have prohibited the use of MOGAS above a set altitude, in the case of the UK Light Aircraft Association 6000ft. Additionally, the greater volatility of MOGAS compared to AVGAS means that the carburetor throat temperatures are lowered more by the atomisation of MOGAS at the jet than occurs with AVGAS, which can make a carburetor more susceptible to icing when using MOGAS.

Some engines are approved for a certain percentage of ethanol, some as high as 10%, however for ethanol to be used the fuel system needs to be able to withstand the degrading effects of ethanol, and an aircraft manufacturer will specify the ethanol content that can be used in the aircraft. While some aviation authorities permit the use of some ethanol, mostly only 5%, Transport Canada prohibits the use of any ethanol in aircraft, and most MOGAS STCs are invalidated with the use of ethanol.

The lead found in AVGAS can also cause its own problems, such as fouled spark plugs and sticking valves, which has led some aircraft owners to mix AVGAS with MOGAS in an effort to reduce ongoing maintenance costs.

Lead itself also presents health and environment issues, and in February 2022 the Eliminate Aviation Gas Lead Emissions (or EAGLE) group was set up by general aviation trade associations and the US Federal Aviation Administration (FAA), with the goal of transitioning to lead free fuel by 2030. This was additionally motivated by findings from the US Environmental Protection Agency (EPA), which in October 2023 announced its final determination that emissions of lead from aircraft that operate on leaded fuel cause or contribute to air pollution which may reasonably be anticipated to endanger public health and welfare.

Unleaded aviation fuels such as UL91 are already in use around the world however these are not compatible with all general aviation engines. The aim of EAGLE is to identify a “drop in” high octane replacement for 100LL AVGAS, to allow a seamless transition to the new fuel type. COPA is a contributor to EAGLE meetings, bringing a Canadian GA perspective, and monitors progression in the development of fuel to ensure that its members and the GA community are aware of potential future fuel availability in Canada.

As work is being undertaken to investigate fuel alternatives for traditional piston engines, research is taking place on further alternative propulsion systems for light aircraft. In the short term, Sustainable Aviation Fuels (SAF) are showing promising results after both short tests and trans-Atlantic flights, many electric aircraft are in development with one certified, and hydrogen is being researched as a future aviation fuel source. While gasoline and piston engine technology may be the “hot topic” of today, we are on the cusp of new developments in aviation propulsion.

Flying to the Bahamas

By: Phil Lightstone, Richmond Hill, ON

Photo Credit: AVweb, avweb.com

Our pilot licences open a world of opportunity aka the Freedom to Fly. Obtaining my Private Pilot Licence (PPL) in 1994 and joining the Buttonville Flying Club (COPA Flight 44) opened a new world of destinations, people and experiences. With handheld GPS navigators just emerging, I invested in a Garmin GPS 92. Complete with a worldwide aviation database, this small handheld helped me navigate from Toronto (CYKZ) to the Bahamas and explore the islands.

Leaving Ontario in the early spring, with temperatures hovering around the freezing point in Toronto, the thought of lying on a beach surrounded with turquoise blue water was enticing. My first long cross country required roughly 2,370 nm to complete (there and back). Before the days of the Internet, the multi-leg cross country required a lot of preplanning, telephone calls and leveraging the experience of the local pilots from the Buttonville Flying Club (COPA Flight 44). Part of the experience was attending a few planning social meetings. Early in my aviation career, before Electronic Flight Bags (EFB) like ForeFlight and Garmin Pilot, paper charts, airport guides like Flight Guide by Airguide Publications, Bahamas and Caribbean Pilots Guide and Flying to the Bahamas information packet (Banyan Air Services at KFXE), were indispensable to getting to the Bahamas and discovering the islands. The various Bahamian government forms had to be completed in triplicate making carbon paper an indispensable tool.

Fast forward to 2024, flying to the Bahamas is even easier with access to on-line resources and in cockpit technologies like GPS, ForeFlight or Garmin Pilot. Do not be daunted by the distance, just consider the journey a series of shorter cross-country flights. As a VFR pilot, I was never in a hurry, after all, getting stuck in Nassau with IFR weather in Florida, was not a problem.

Accommodation, restaurants and fuel costs are much more than the US mainland. You can expect to pay as much as $9.00 USD (or more) for avgas. With the distances between the US mainland and the Bahamas being relatively short, you might consider departing Florida with full fuel.  Fuel at Pompano Beach Airpark (KPMP) is $5.61 USD. Tony Davis, vacationed in Long Island at the Kahari resort in early January 2024, spending $700 USD per night for the room. Tony reports, “in January 2024, we landed at Exuma International Airport (MYEF) and stayed at Kahari (www.KahariResort.com) on Stocking Island, experiencing one of the best beaches in the Bahamas which we had all to ourselves.”

Departing Canada, flight planning begins selecting a US airport of entry to clear US Customs and Border Protection (CBP). There are two trains of thought: clear at the closest airport of entry to your Canadian departure airport; or clear deeper in the US enabling a longer first leg. My first Rockwell Commander was a 112TCA, equipped with 68 gals and using 10 gph. That gave me roughly 5 hours with reserves. Flight planning at 135 TAS, I could easily make Greensboro NC (KGSO) in 4 hours (depending on upper winds).

Fast forward to 2024, we have the added burden of the Electronic Advanced Passenger Information System (eAPIS) (www.eapis.cbp.dhs.gov/eapis/auth).  A Notice of Arrival must be completed in the eAPIS system prior to calling the US Airport of Entry CBP folks to obtain landing rights. Critical to navigating CBP is to ensure that the data entered is correct. A member of our flying club had a typo in his eAPIS filing (F instead of G for his aircraft registration). A month after his trip, he received a notice of enforcement from CBP including a $3,000 USD fine. PRO TIP: Apps like FlashPass from LoboLabs (www.FlashPass.net) will create, modify and upload eAPIS Notices of Arrival and Departure to CBP.

Once you are in Florida, you need to select a jumping off point. I have used: Treasure Coast Int in Fort Pierce (KFPR); Lantana (KLNA); Fort Lauderdale Executive (KFXE); Miami-Opa Locka Executive (KOPF); and Key West Int (KEYW). From a Fixed Base Operator (FBO) perspective, my personal favorite is Banyan Air Service in KFXE (www.BanyanAir.com). Banyan was founded in 1979 by Don Campion (a Canadian) who continues to be engaged in the day-to-day activities of the FBO. Banyan has a complete Flying to the Bahamas kit packed with charts, information and Bahamian forms.

Flying to the Bahamas has a few simple requirements: file an eAPIS US Notice of Departure; file an international flight plan; present three copies of the C7A Bahamas Cruising Permit form to Bahamian Customs; present one Bahamas Immigration Card per person; proof of citizenship such as a passport; clearance from last port if not arriving from the US; and pay a Bahamian Customs processing fee of $50 USD per aircraft.

There is no VFR night flying in the Bahamas.  So, plan your inbound and outbound flights accordingly. With the typical heat and humidity, flying early in the morning is a great way to be comfortable in the cockpit. There could be long distances flying over water. While you can island hop, the first leg from the continental US could exceed the gliding distance of a piston aircraft. Wearing life jackets and having an inflatable life raft is a must in single engine aircraft and certainly advisable in twin engine aircraft. Jackets and rafts can be rented from FBOs like Banyan, but I prefer to own my life jackets. Typical Mae West lifejackets are hot. Consider suspender style jackets from companies like Mustang, Revere and for technical standards orders (TSO’d) compliant vests checkout Switlik (TSO-c13F).  You might also consider a Portable Location Device (PLD) like a Spot or Garmin enReach.

Most airports in the Bahamas, except for Nassau and Freeport, are uncontrolled, using the common traffic advisory frequency (CTAF) of 122.8 MHz, left hand circuits and a pattern altitude of 1,000 (ASL).  Fuel can be an issue in the Bahamas, especially 100LL avgas, so call the airport before arriving. Once in the Bahamas, the distances between islands are relatively short. If you find that the airport does not have fuel or the accommodation is not to your liking, you can simply fly to another island.

Jim Parker of Caribbean Flying Adventures (www.caribbeanflyingadventures.com) reports, “there are over 25,000 GA flights annually to the Bahamas with over 55 airports of which 20 are airports of entry. There are a few, like the 2,150 ft limestone strip at Cape Santa Maria on Long Island, which only the old and bold pilots, like me, should ever consider and even then, only a small high wing aircraft with no wheel fairings.”

Flying around the Bahamas opens a panacea of destinations and activities. One of my favorites is Staniel Cay (MYES) and the Thunderball Grotto, where the underwater fight scene in the James Bond Thunderball movie was filmed. I was standing in the bar in the marina at Staniel Cay, having a cocktail, looked up and saw a photograph of Sean Connery standing at the same bar having a drink. Only in the Bahamas. The next day, our flying club rented a zodiac and boated to the Thunderball Grotto and Beach. Snorkeling into the Grotto required some underwater swimming as the entrance is below sea level. Once inside, I could easily stand on the bottom with my head out of the water. It was quite the adventure, especially reliving some of the Thunderball scenes.

Norman’s Cay (MYEN), in the Exumas, is another favorite spot with a 4,700’ x 80’ asphalt runway and a few hangars. The runway was built by Carlos Ledher, an infamous member of the Medellin Cartel. On the west side of the runway is a small resort consisting of cottages and a small open-air restaurant bar called McDuff’s (www.normanscay.com). McDuff’s is the original bed and breakfast and club, with a rustic atmosphere that makes every guest feel as if they have been visiting for years. In recent years, the island has been redeveloped with new dining and lodging. With electricity provided by a diesel generator, the proprietors use a chainsaw engine powered blender to make cocktails when the power is out. On the east side of the runway is a path which will take you to Carlos’s concrete home. On the north end of the island is a splashed Curtiss C46 aircraft sitting in shallow water, perfect to explore while snorkeling or scuba diving. Sitting on the resort’s beach, a CND registered Lake Buccaneer amphibian landed and beached itself. A couple of younger folks jumped out and told me that they had just dropped in for lunch. Norman’s Cay is renowned for their hamburgers. A few minutes later, a US Blackhawk helicopter dropped in, about 10 feet of the deck and 20 feet of the beach, looking at us. As we did not look like a threat or smugglers, the Blackhawk carried on with its patrol.

Returning home begins a little differently than crossing the border from Canada into the US. The US CBP, DEA and other law enforcement agencies are spring loaded looking for drug smugglers. This is one trip, where you absolutely want to do things right, beginning with leaving any contraband in the Islands.

Departing the Bahamas requires: one copy of The Bahamas Customs General Declaration Outward Form (C7); turn in The Bahamas Immigration card copy; file an international flight plan; submit an eAPIS Notice of Arrival; call and advise US Customs of your estimated time of arrival; receive an email from US Customs confirming landing rights; pay a departure tax for all persons six years and older of $29 USD. During your flight: contact Nassau Radio on 124.2 MHz once airborne to open your flight plan; contact Miami Center to get a squawk code; once entering the Air Defense Zone (ADZ) you may be provided with a new squawk code; request flight following with Centre (VFR flights); and you may be provided with the appropriate frequency hand offs as you approach your US destination airport.  Once on the ground, you will be required to taxi to the CBP apron (a red box). Different CBP offices work differently, e.g. at KFXE, they will have you deplane and walk into their air-conditioned office, while at KSUA, they will meet you at your aircraft. Pro Tip: when you call CBP to arrange landing rights, ask the agent what the process and procedures are.

Telephone and Internet communications on the out islands could be challenging but not an issue in Nassau or Freeport. Some islands are connected using radio technology (as opposed to oceanic fiber cables).  You might want to make your eAPIS and Customs arrangements for your return flight before you leave the US. A great way to acclimatize to the process is a day trip to Bimini (MYBS). My son and I did this a few times, launching out of Lantana to enjoy a Bahamian lunch and the beach in Bimini.  A great resource site can be found at www.bahamas.com/getting-here/private-aviation/pilot-faqs which includes links to the Bahamian customs forms, VFR Flight Planning Guide, Pet Permit Application and others.

Most US and Canadian mobility providers will roam on the Bahamian network, but daily roaming fees can get expensive and you may experience slower-than-normal connections. The best option is to use an internet data plan with a smartphone through one of the two local providers (Bahamas Telecommunications Company or Aliv) or Wi-Fi at the resort or marina. Data speeds are 4G LTE, rivaling what will be found in the US. Their offices can be found in most of the major islands. If you have an unlocked international phone, you can purchase prepaid phone cards for local use.

The Freedom of Flight opens a panacea of experiences through exploring the Bahamas and the Caribbean. For the average Canadian pilot, most of the flights are over land with a small amount of the trip over open water. But the experiences, new friends and access to areas of the Bahamas where most tourists avoid, are well worth the risk of open water flight.

Who Can Use RCAP Procedures?

— Text provided by COPA

If you have ever considered flying an instrument approach procedure published in the Restricted Canada Air Pilot, there are a few things you should know. Only operators with specific authority from Transport Canada (Ops Spec 099 or 410), operating under CAR 604, 702, 703, 704 and 705, can legally fly these procedures because they have been designed with certain deviations from the regulations.

These deviations are permitted because special crew training, operational procedures and/or aircraft capability permit. As a general aviation pilot, it’s important to understand why these procedures are not available for you use.

Who is considered a 604 operator? A 604 Operator is considered a Private Operator, and applies to anyone, for the purpose of transporting passengers or goods, flying the following aircraft:

• large aeroplanes (MCTOW of more than 5,700kg or 12,566 pounds);
• turbine-powered aircraft;
• pressurized aircraft; and
• multi-engined aircraft.

CAR 702-705 operators fall under the Commercial Air Services. It should be clear that neither of these designations will apply to general aviation.

Even though you may look at an airport with a procedure in the RCAP, and feel tempted to use that approach, it is not something you are authorized to fly. In order to receive permission to use RCAP procedures, operators must prove to Transport Canada an acceptable level of training, procedures and aircraft performance. The procedures listed in the RCAP are simply not designed to be flown by pilots and aircraft without authorization. Limit yourself to regular Canada Air Pilot procedures, and be safe.

(Photo: Adobestock)

RAF completes world first flight with synthetic fuel

The British Royal Air Force (RAF) recently completed what is being described as the world’s first flight using 100 per cent synthetic fuel. The flight took place on November 2, 2021, in Great Britain with a Rotax-powered Comco Ikarus C42 microlight aircraft.

Prior to the flight, Zero Petroleum’s synthetic fuel was extensively texted by CFS Aeroproducts Ltd, the UK Distributor and Authorized Service Centre for Rotax Aircraft engines. From this testing, Rotax explains the engine performed as though running on fossil fuels, but ran at lower temperatures, suggesting that the synthetic fuel could increase engine lifespans while reducing carbon emissions.

Officials from both CFS Aeroproducts and Zero Petroleum stated that power and torque curves closely match between what is now being called ZERO SynAvGas and UL91 fossil fuel. The synthetic fuel could also save up to 90 per cent carbon per flight, explains Rotax.

The innovation behind the synthetic-fuel powered flight comes from the RAF’s Project MARTIN, which was initiated by the Rapid Capabilities Office in June 2021. Jeremy Quin, Minister for Defence Procurement said that the flight was “a world first innovation and that it shows the determination of UK Armed Forces to drive forward creative ideas on net zero alongside meeting operational commitments.”

“We are proud to be part of this world record flight,” said Peter Oelsinger, General Manager BRP-Rotax / Member of the Management Board, Vice President Sales, Marketing RPS-Business & Communications. “The multi-fuel capability of our aircraft engines, that are able to fly with unleaded, leaded MOGAS or AVGAS fuel provides the perfect match for such an innovative project like this.”

The gasoline was manufactured in Orkney by extracting hydrogen from water and carbon from atmospheric carbon dioxide, and combining these ingredients using locally generated wind, and tide and wave energy. Rotax explains this process can also be used to create a range of “drop-in” fuels, which are a substitute for fossil-based aviation fuels and require no engine modification. Paddy Lowe, the chief operating officer of Zero Petroleum, explains that the synthetic gasoline had been developed “in just five months” and yet it ran successfully in the aircraft without any modification to the plane or the engine.

Leveraging this innovation and working towards the government’s goal of net zero emissions by 2050, the RAF has set an internal goal of becoming a net zero force by 2040 with its first net zero airbase by 2025.

(Photo: Rotax)

Local businessman part of group interested in buying Saugeen Municipal Airport

After almost 70 years of municipal ownership, the Saugeen Municipal Airport has a prospective buyer. A group of local business people has expressed interest in purchasing the airport. (Photo: Pauline Kerr)

— By Pauline Kerr, Local Journalism Initiative Reporter, The Walkerton Herald Times

A group of people has expressed interest in buying Saugeen Municipal Airport (SMA), for the purpose of operating it as an airport on a financially viable basis.

The group, consisting of Walkerton businessman Darren Holm, his brother Todd Holm and his landlord Sam Bacher, recently made a presentation to Hanover council about purchasing the airport. In stating their case for private ownership of the airport, they promised to run SMA as an airport for 10 years. They have yet to make presentations to West Grey and Brockton councils.

When asked about the short length of time (10 years), Holm referred to Canada’s intention to reduce carbon emissions and get rid of internal combustion engines in vehicles — this could have an impact on airplanes.

“We can make it profitable,” Holm said in an interview about the group’s plans for the airport. “We can make it stand on its own two feet.” He spoke of a combination of investing in the kind of infrastructure at the airport — things like automated grounds maintenance — that would drastically reduce operating costs, and some new airport-related development.

Holm also spoke of problems with the way the airport is presently being operated, as a partnership of three municipalities — Hanover, West Grey and Brockton. “It’s being run on a shoestring,” Holm said. “The taxpayers will not support additional investment in it.”

He went on to say that he thinks the airport “is in trouble, but it can be fixed” by having private owners with the resources to make necessary investments.

In his presentation to Hanover council, Holm referred to a $171,000 deficit — a number that the mayor and council took issue with, saying $150,000 of that was the “municipal contribution.”

This year, Hanover Coun. Dave Hocking, who represents that municipality on the airport commission, predicted a $35,000 surplus. Holm said he takes issue with this figure. By his calculations, “it looks like a deficit again.” Holm has copies of financial documents presented at airport commission meetings.

Holm said his group questions a number of things in the airport’s financials. One is the amount pilots pay for hangars. A few own the land and building, and pay taxes and access fees; most either lease the land or rent hangars. Holm said he’d like to see a more equitable rental fee structure, for starters.

He also takes issue with the fuel pricing and the airport’s management contract.

He said that if his group ends up negotiating a good price for the airport and purchases it, the priorities will be “creating efficiencies and getting spending under control — and keeping the pilots happy.”

Holm is the owner and operator of Holm Graphics in Walkerton. He has a diverse background in aviation and health care as a paramedic and respiratory therapist who operated his own air ambulance service in California.

Helijet, Blade partnership to develop Electric Vertical Aircraft network in BC

Helijet International entered into an agreement with Blade Urban Air Mobility Inc. for the sale of exclusive rights for the booking of flights on Helijet’s scheduled service routes. These routes will continue to be operated by Helijet, headquartered in Richmond, BC, as North America’s largest scheduled helicopter airline. Blade is based in New York City.

Helijet explains the exclusive rights sale is part of a new operating partnership aimed at introducing additional routes and delivering the first commercially available and sustainable Electric Vertical Aircraft (EVA) service to the British Columbia market. The partnership will focus developing new route networks in BC and the Pacific Northwest, as well as future services to be provided by Blade.

“Helijet and Blade are partnering to ensure our combined leadership in the early adoption of EVA on existing routes in British Columbia, as well as the new services Blade may launch in the future,” said Danny Sitnam, President of Helijet. “EVA technologies are going to change aviation in the same way that the jet engine revolutionized air travel 60 years ago. EVA will make urban air mobility more efficient, more sustainable, and more affordable. In Blade, we have found a unique partner that shares our commitment to customer service and experience, safety and innovation. Together, we are looking forward to a future that is literally just around the corner.”

Helijet explains, that while Blade is not acquiring any shares or ownership in Helijet, it will have the right to acquire up to 49 per cent of Helijet‘s wholly subsidiary, Pacific Heliport Services (PHS), which manages and operates heliport waterfront terminals in Vancouver, Victoria and Nanaimo.

Blade’s investment in existing and future vertiport infrastructure provides Blade access to heliport passenger terminals controlled by PHS for future route expansion.

“This partnership is a perfect fit with Blade’s mission to eliminate travel friction around the world,” said Melissa Tomkiel, President of Blade. “Like Danny and the team at Helijet, we recognize EVA’s incredible potential. Together we are committed to making aviation more accessible, and our transition to lower-cost, quiet and emission-free EVA should only serve to increase the number of passengers that travel by air between Helijet and Blade locations and the value proposition to our fliers.”

Helijet explains it will continue to operate its current routes as usual, with Blade integrating its booking and sales technologies to achieve greater reach into Helijet’s existing and future route network. Together, Helijet and Blade are currently reviewing new routes to serve Vancouver, Seattle, Portland and other locations along the Pacific Northwest’s Cascadia corridor. The two companies are also looking at how to advance their aircraft fleet, booking and sales systems, and flier experiences.

“For our customers, Helijet’s integration with Blade’s platform will be seamless over the coming months and will provide new booking technology features as part of Blade’s dynamic offerings,” said Sitnam.

(Photo: Helijet)