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Flying Female Influencers Tackling Aviation’s Gender Imbalance

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LYCOMING & 5 Walkaround The Hero Myth

CONTINENTAL 6 Waypoints Planes, Products, News

12 Airmail Bush Talk, TC In Charge

TRAINING 13 Gear and Gadgets Four Product Reviews

14 Right Seat SESSION Do Checklists Right ENGINE THEORY & MAINTENANCE 16 Healthy Pilot HOSTED BY AERO RECIP Aches and Pains 36 18 On The Step Join us for a shop tour following the training session Current and Proficient 34 Canadian Homecoming 20 On the Rock MARCH 6, 2020 It’s been a tortuous path, filled CAT III Accessibility with political intrigue and what Canad Inns Polo Park • Winnipeg, MB • 8am–4:30pm may be a bittersweet milestone 22 Flying Stories Continental breakfast, lunch and in the Canadian aerospace Gibson Girls industry but the Airbus A220, coffee breaks provided. formerly the Bombardier 24 Pep Talk CSeries is plying Canadian Fuel the Pilot airspace. Air Canada launched Cost: $200 or FREE with revenue service in January and 26 Vectors Central AME Association Trade Show early reviews were positive. ATC Services By russ niles Registration. Visit camea.ca to register. 28 Expert Pilot 38 The Future Plan B is Female LIMITED CAPACITY Canadian Aviator invited famous 30 Tales From the Lakeview female flyers on the forefront of Percival Proctor female recruitment in aviation 38 Contact Tracey Gregorash to reserve your space to tell us how more women in 32 Downeast now at [email protected] or 1.800.561.5544. the industry will help us cope Atlantic Spaceport with the challenges it faces. Six prominent aviation leaders give 50 Aviators Bookshelf their thoughts. Top Aviation Titles

46 Differently 54 Flightbag Able Puzzle, Questions Sometimes what others might consider a disability is actually an advantage and autistic On the cover pilot Tina Gaal says she has

adapted to flying the Rockcliffe Air Canada’s new A220 takes Flying Club’s Cessna 152 by off on a test flight harnessing her strengths. She before revenue service was launched says not everyone with autism in January. Photo courtesy of will be successful but neither Air Canada. is every other candidate. 46 By robert s. grant

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4 canAdian Aviator + march/april 2020 Walkaround Editorial by Russ Niles The Myth of the Hero Pilot Does It Keep People From Trying Aviation?

ince I first started writ- slipped dramatically among flight at- factor. Training is usually at the heart of ing about aviation about tendants, the one area in which women a good outcome; sometimes it’s just plain S 20 years ago there’s been a once dominated? The answer might be luck. Maybe the unrealistic portrayal of steady drum beat to change outside of aviation. pilots is just too much pressure. Maybe the complexion of the industry and tamp In an increasingly cynical world, he- the inflated reputation of the steely-eyed down the machismo that seemed to un- roes and role models are seemingly in pilot is just too much to live up to and it’s derpin every aspect. short supply and aviation professions, scaring people off. The most obvious example is the unre- pilots especially, seem to be imbued The truth is that almost anyone can lenting but so far largely unsuccessful cam- with a special sauce that raises expec- learn how to fly but it’s possible that paign to get more women involved. In a tations of behaviour and performance. many who might thrive in that environ- single generation, female lawyers have out- When pilots and their passengers sur- ment aren’t taking the chance on becom- numbered men and physicians, engineers, vive to tell the tale of a mishap, inevita- ing a pilot because they think it’s too pharmacists and veterinarians are not far bly the focus is on pilot performance to hard. behind. And it’s not just the professions the exclusion of the myriad factors that Being a pilot takes skill, judgment and where gender balance is well on its way. contribute to such incidents. Pilots are above all a commitment to safety and So why has female participation in avi- often portrayed as heroes. best practices but those are the hallmarks ation remained stubbornly in the single Of course, heroism, admittedly a high- of virtually everyone who does a good digits in most aviation jobs and actually ly subjective term, is rarely the deciding job at anything.

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www.canAdianAviator.com 5 compiled by Russ Niles

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Aviator Columnist Passes Malcolm McLeod Covered the Prairies

Malcolm McLeod, one of > Canadian Aviator’s longest serving and most respected con- tributors, died Dec. 14 in his home town of Regina. McLeod penned the popular Straight and Level in each edition of the magazine. He travelled throughout the prairie provinces, finding the stories, people and airplanes that make up the rich tableau of prairie aviation. “Malcolm was a treasure,” said Editor Russ Niles. “He combined his experience as a professional journalist with an unbridled love of aviation and those who are similarly afflicted and wrote us stories rich in detail and colour. He will be terribly missed.” McLeod learned to fly in his 20s at the Regina Flying Club and discovered ballooning shortly afterward. He and his wife Shirley were founders of the Prairie Balloon Group and McLeod became an accomplished pilot, safety officer, balloon meister and wrote a book on the history of ballooning in Canada. He was also an avid fixed wing pilot and owned a Cavalier for years before upgrad- ing to a Falco homebuilt. He was a member of Civil Air Search & Rescue Associa- tion (CASARA), the Experimental Aircraft Association (EAA), the Canadian Owners and Pilots Association (COPA), the Cana- dian Aviation Historical Society (CAHS), the Saskatchewan Aviation Council (SAC), and the Regina Flying Club (RFC). He also loved flying RC aircraft and helped EAA organize visits by B-25 and B-17 aircraft to Regina in 2015 and 2016. McLeod spent 18 years with the CBC in Regina as a reporter, editor and producer. He was also an owner and chair of the board of directors of the McKay Group of companies, which makes farm imple- ments. He was also a lifelong musician and played a variety of instruments. He is survived by his wife Shirley Mill- er and their two children. ■

6 canAdian Aviator + march/april 2020 A,N,48,11.041,16,18.132,08/23/2000, canadian aviation news 20:5 A,N,48,11.041,16,18.132,08/23/2000, Way.points 20:53:03,zo

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Lysander Stays Home First CC295 Canadian Investors Buy Lizzie Delivered Arriving in Canada in June

The RCAF is expecting its > first CC-295 search and res- A rare example of an unusual 2020,” the buyers said in a news release. cue aircraft to be in Canada by June. > warbird will remain in Can- “No firm location has yet been decided. The bright yellow state-of-the-art ada thanks to a deal struck between Once established in the new facility, the aircraft was formally accepted by some aviation philanthropists in aircraft will be flown to support Ly- the Air Force at Airbus’s factory in Ontario. sander Funds activities, as well as some Spain in December but and will stay The Michael Potter Collection West- airshows.” there for six months for shakedown land Lysander IIIA, nicknamed Lizzie, The plane was built by National Steel flights and crew training. will be purchased by a consortium made Car under licence and was used by the The Air Force was supposed to get the up of the Lysander Funds, a Toronto in- RCAF as a bomber and gunnery trainer plane Dec. 1 but the “delivery” was de- vestment company, John Carswell, of the during the war. It was sold as surplus layed until Dec. 18 because military of- Canso Funds and Tim Hicks. and deteriorated over the years until it ficials flagged unspecified issues with the The airplane is a rare model made in was bought by collector/restorer Harry manuals. The company, the Air Force and Malton, Ontario in 1942 and the intention Whereatt in Assiniboia, Sask. who trans- the Department of National Defence are is to continue flying it at events through- ferred it to Potter. The final restoration working through the manual dispute in out Ontario. It will be flown and managed to flying condition was done by Vintech the meantime. “We will continue to work by well-known vintage aircraft pilot Dave Aero in Gatineau in 2010. with Airbus to ensure the acceptability of Hadfield, who was its pilot during the The Lysander’s most famous role in remaining work, including revision of tech- 2015 and 2016 Outreach Flight Program the war was to insert Allied agents into nical manuals, completing training for the that was sponsored by Carswell. France to train members of the under- initial RCAF crews and conducting initial “The intention is to build a hangar ground and this one is dedicated to Sgt. operational testing and evaluation in Spain for it (and to support an outreach pro- Cliff Stewart, of Charlottetown, who in the first half of 2020,” DND spokesman gram) at an airport in the Toronto area in completed many of those missions. ■ Daneil Le Bouthillier said in a statement. ■

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First ATO Chosen Collège Air Richelieu in Pilot Project

Collège Air Richelieu has > become the first flight school to sign an agreement with Transport Canada to become an Approved Training Organization (ATO) and launch a new-to-Canada method of training future airline pilots. “This will be a game-changer for the industry,” company President Thierry Dugrippe said in a news release. The ATO program is a new initiative by Transport Canada to adopt training standards set out by the International Civil Aviation Authority and will include com- petency based training for new pilots that concentrates their learning and knowledge on the job they will be undertaking. “We are very proud of being the first training centre in Canada to join the Trans- port Canada Pilot Project and we will seize this opportunity to offer even more adapted training to our Canadian and international clients. In this context, we plan to open new centres in Canada,” said Dugrippe. ■ Feds Stir On Pilot Shortage More Training Funding Expected

ising a certain number of years of service in return. The funding, according to a briefing note, would help ensure “that a sufficient supply of trained pilots can sustain the current and projected demand.” According to the Air Transport Associ- ation of Canada (ATAC) Canada is training about 600 fewer pilots each year than it needs and suggests the government simply guarantee private loans from banks for students to cover training costs. It estimates 90 percent of students will be > The federal government is help young people get the flight training able to get jobs and pay back the loans expected to announce new they need for airline jobs. themselves and the government would initiatives to address a critical pilot The officials have drafted memos be stuck with a modest $5 million or less shortage that is already affecting suggesting the government get directly in defaults over the five years. service in the North. involved in flight training by allocating “For $5 million, the government could Government officials have gone funding for flight training to qualified help train 600 people a year. We add 600 through skills training programs now candidates. Students would get subsi- people a year, every year, and we’re going available and determined they do little to dized training and sign contracts prom- to largely solve the shortage in Canada,” ATAC President John McKenna said. ■

www.canAdianAviator.com 9 Way.Points canadian aviation news 20:5 A,N,48,11.041,16,18.132,08/23/2000, Way.points 20:53:03,zoo,A,NA,N,48,11.041,16,18.132,08/23/2000,20:5 A,N,48,11.041,16,18.132,08/23/2000,20:5 A,N,48,11.041,16,18.132,0

Golden Hawks Founder Dies Fern Villeneuve Killed By Car Accident

Fern Villeneuve, the well > respected aviator who created the RCAF Golden Hawks and once flew a disabled Sword to a successful off-airport landing to prevent it from hurting anyone on the ground, died on Christmas Day, ironically from injuries he suffered in a car accident. Villeneuve, 92, had been flying his beloved Globe Swift at Saugeen Airport and was driving back home to Guelph when the accident occurred. Circumstances of the crash were not released. Villeneuve was a member of the Cana- da’s Aviation Hall of Fame and had a storied career in the RCAF, retiring in 1982 as a colonel. He flew fighters for most of his career and had the F-86, F-104, F-101 The team set the standard for air demon- The original Golden Hawks were handpicked by commander Fern Villeneuve, fourth from right. and T-33 in his logbook. stration teams and developed displays and But his most famous role was as found- protocols still in use by modern teams. er and first commander of the Golden In retirement, Villeneuve was a senior Air Cadets and a familiar participant at Hawks, which he led from 1959 to 1961. volunteer officer in the Royal Canadian fly-ins and air shows with his Swift.■

Canadian Astronauts Graduate Kutryk, Sidey-Gibbons Ready For The Moon

Canada’s next generation > of astronauts is now flight ready and hoping to go to the moon or even Mars.Jenni Sidey-Gibbons and Joshua Kutryk graduated from NASA’s Artemis training program in Houston in January. The lead instructor on the course was fellow Canadian Jeremy Hansen. “Canada’s astronauts are our modern- day explorers. Not only do they help develop new space technologies, advance scientific knowledge and promote Cana- da in space, they inspire all Canadians to look to the stars and dream about what is possible,” said Navdeep Bains, Canada’s Kutryk is a former RCAF CF-18 pilot Jenni Sidey-Gibbons and Josh Kutryk are Minister of Innovation, Science and In- and test pilot with a total of 2,800 hours Canada’s newest astronauts. dustry. “Jenni and Joshua represent the on 25 types of aircraft. He was also a best of Canada, both with our partners CF-18 instructor. Sidey-Gibbons holds chapter of Robogals, a student-run orga- around the world, and our curious young a Ph.D. in engineering specializing in nization that promotes stem education

people.” combustion and founded the Cambridge paths for girls. ■ A gency photos: DND ; C anadian S pace

10 canAdian Aviator + march/april 2020 canadian aviation news 20:5 A,N,48,11.041,16,18.132,08/23/2000, Way.points 20:53:03,zoo,A,NA,N,48,11.041,16,18.132,08/23/2000,20:5 A,N,48,11.041,16,18.132,08/23/2000,20:5 A,N,48,11.041,16,18.132,0

Movement on Pickering? Debate Over GTA Airport Revived

To advance, promote and preserve the Canadian freedom to fly.

As a COPA member you’ll enjoy the many benefits that we offer, including but not limited to:

• Group insurance programs for aviation, life, dental, accidental death, emergency medical, home and auto, UAV • Car and hotel discounts • 5% discount with VIA Rail • Monthly issues of COPA Flight • Website Members-only section which includes free guides, Almost 50 years since it was Proposed construction of a new international updated articles, and > first proposed, the federal airport east of Toronto is controversial. community events government may be getting ready • A BMO MasterCard; whenever to move on building a second major finally makes a decision.” Henry said the you make a purchase, a airport for the Greater Toronto airport could create 150,000 direct and payment is made to COPA Area (GTA). indirect jobs. from BMO Bank of Montreal Local politicians who favour develop- Meanwhile anti-airport forces, some of at no additional cost to you ment of the airport are ramping up their whom lease the land for agriculture, argue • Discounts on other aviation efforts to prod the federal government that taking carbon-absorbing land out of publications including Wings, into starting work on the Pickering lands production to replace it with hundreds of Helicopters, Canadian Aviator, to build the massive facility. The plan has aircraft movements a day is environmen- and Air Maintenance created simmering discord among local tally irresponsible. “In the age of climate residents since the first Trudeau gov- crisis, we just can’t afford business as usu- • Attending our convention to ernment bought 16,800 acres of mostly al,” said Mary Delaney, chair of the airport network and engage with prime farmland in 1972. opposition group Land Over Landings. fellow aviators Fueling the latest action is a report that “The threat of an airport on these lands the newly-elected Liberals are sitting on a has to be lifted and the lands have to be study concerning the revival of the proj- protected in perpetuity.” Join now and support aviation ect. Also, the recent closure of the Gen- The primary factor in the decision in Canada today! eral Motors plant in Oshawa has added should be based on the need for more air- a new facet to the debate as pro-airport port capacity in the region and the study Canadian Owners and Pilots politicians look for a replacement for apparently confirms what everyone else Association the high-paying jobs that were lost. “We knows about the crowded skies of south- 75 Albert Street, Suite 903 have a tremendous opportunity here to ern Ontario and airport access. Henry and Ottawa, ON K1P 5E7 do something that really has never been other airport supporters are urging Ottawa T: 613-236-4901 done before,” Durham Region Chair John to release the study and get the ball rolling [email protected] Henry told CBC Toronto. “It’s time that on the megaproject. So far, the feds have www.copanational.org

photo: L and O ver andings we get on with this and the government not commented on the issue. ■

www.canAdianAviator.com 11 compiled by AVIATOR STAFF

n n airmail n

Bush Quotes Regarding Robert S. Grant’s column on Ansons as bushplanes (Tails From the Lakeview Nov.-Dec. 2019): I went fishing a few times with Vic Pearsall. Cross-country with Vic brought a running commentary on years of bush flying. He flew a Fox Moth from Cree Lake to Great Slave Lake to drink whiskey with Wop May, crossing uncharted terri- tory with compass and stopwatch. “Slave Lake is huge. How could you miss it?” Vic used an Anson on floats to haul fish from Cree Lake to Meadow Lake in 1948. “Used to run into fog at the south end of Cree and not see a thing again until the railway tracks at Meadow Lake. 200 miles blind with just the compass. You get used to it. Snow always blows off railway tracks. That’s a comfort at 40 below. Taking Charge routinely adopt this hands-on posture “The Ansons were made to haul 1,350 It was very good to read that Transport and make it crystal clear to Nav Cana- pounds, but you had to haul 2,000 or you Canada has taken charge and told Nav da who is in charge on the whole spec- couldn’t make any money. At 3,000 they Canada as much on the subject of man- trum of managing Canada’s air space. just mushed along with the tail down. datory ADS-B equipage. Presumably TC has authorized Nav “Got frozen in with the Anson over on Your Jan/Feb Walkaround article Canada to manage the day-to-day run- that lake. After nine days, Greening and I struck a chord, bringing to mind my ear- ning of Canada’s air space, but to what ate up everything in the shack, so we tied lier letters on the subject of the unelected extent, with what scope, and of how much toboggans under the floats and cut them gnomes at Nav Canada appearing to import, does NAV Canada have authority off when we got to open water. Landed on have gone bureaucratically mad judging to make decisions, before TC must be giv- the ice at Meadow and the floats made a from its ludicrous decision to close the en the opportunity to call the tune. terrible racket, but they were okay, so af- Buttonville tower. Sincerely, ter that we did it all the time.” I suggest the elected TC Minister David Green L. R. Jones

12 canAdian Aviator + march/april 2020 product reviews by russ niles gear & gadgets

Round Gauge Replacement Garmin has stepped into the direct retrofit market with a touchscreen digital device that can replace at least four of the traditional six pack analog instruments and depending on its function, can eliminate the need for a vacuum powered gyro. The GI 275 can replace the attitude indicator, course deviation indicator, horizontal situation indicator and primary engine display. It can also be configured as a multifunction display that tap into the full range of terrain, weather, chart and traffic displays along with airport maps and mate Back-up Battery with other Garmin cockpit devices. Prices start at Most pilots carry a variety of electronic devices and if the batteries go about $5,000 depending on features and use. dead, so does all the convenience and information they provide. A back- More at garmin.com up battery like Flight Gear’s 20,000 mAh model will recharge any portable device, up to and including a full-sized iPad. There are three USB-A ports and one USB-C port and it can charge two iPads at the same time. It automatically protects against overcharging and charges each device at its optimal rate. About $100 and available at Sporty’s. More at sportys.com

Instrument Procedures Manual If this is the year you’ll get that instrument rating, the place to start is with the Instru- ment Procedures Manual. From the publish- ers of From the Ground Up, this book is the authority on instrument procedures and it’s Overnight Bag been thoroughly updated to reflect the rapidly changing technology and gear that has been If you travel in your airplane, a compact but capacious overnight bag is a must and Flight introduced in recent years. It’s written by Outfitters Bush Pilot Duffle fills the bill. It has pockets and compartments for all your flight Dave Holland, president of Aerosolutions and gear, including two headsets, with plenty of room left over for a change of clothes and an Air Canada check captain and training cap- personal items. It’s made of tough but lightweight canvas with leather where it needs it. tain. Available at leading pilot supply outlets. The shoulder strap is adjustable and there are also straps to secure it to roller bag handles. More at aviationpublishers.com About $200. More at flightoutfitters.com

www.canAdianAviator.com 13 Right Seat Always Learning with Mireille Goyer

Checklists Different Types, Different Approaches

odern airliners count about “I never even got through the first Checklists have increased in complexity and their method of delivery has changed. six million individual parts page before we were in the water,” M moving together through the recalled Jeff Skiles, co-pilot of U.S. atmosphere at 800+ kilome- Airways Flight 1549, who religiously to ever-safer aircraft operations. Yet errors ters per hour. The vast majority of aircraft followed the appropriate checklist to re- persist. The improper use, or the non-use, parts interact with each other entirely out- start the Airbus 320 engines after their of checklists is a recurrent major contribut- side of pilot control. However, some ing factor to aircraft accidents, and so do require pilot input to function as is weak checklist development. desired, while others demand active “The improper use, A good checklist should contain monitoring and specific actions in all the appropriate items organized case of inadequate outputs. or the non-use, of in a workable flow to ensure timely To ensure proper operation and checklists is a recurrent and appropriate procedure com- monitoring of all pilot-relevant air- pliance and/or verification. That craft parts, manufacturers spend a major contributing factor sounds obvious but the devil is in considerable amount of resources de- the detail. veloping manuals and, subsequently, to aircraft accidents.” What is an appropriate item? checklists. The ever-growing system It depends on to whom you talk. sophistication in small and large air- Some will argue that the checklist craft alike has led to longer and more intri- untimely and disastrous encounter with must include most of the configuration cate manuals and checklists over the years Canada geese. items. Others will argue that, since the together with new challenges for publica- Well-designed and properly executed checklist is a redundant task, it requires

tion developers and pilots. checklists have significantly contributed only the most important items. The first photo credit U SA F

14 Canadian Aviator + march/april 2020 ® group would include a shoulder harness is critical to safety. However, there is no check in the appropriate checklist. The consensus about how to use them. second would not, assuming that wear- Two methods of conducting checklists ing a shoulder harness is second nature dominate — the to-do method and the for pilots and its omission not critical to challenge-response method. the safe operation of the aircraft — as The to-do method is essentially a step- most of us have realized at least once. by-step cookbook approach. The checklist

Furthermore, as aircraft become more directs the pilot’s actions. There is no re- ® computer-savvy, manufacturers might dundancy and, therefore, a skipped task choose to remove items that computers can easily go unnoticed. Computer-based ‘self-test’. For example, the computer checklists usually require check-marking ook ogb might look for proper takeoff flap config- tasks as completed to prevent that and est selling ! B o Pilot L uration and light up an annunciator lamp make it easier to continue accurately after r edium P in case an improper flap setting. But what a distraction. CPS M if the fault detection system is deflective? When choosing the challenge-response A visual configuration check call on the method, the checklist becomes a backup BOSE checklist might save the day. procedure. First, the pilot completes the Another dilemma is the item listing check from memory. Then, and only then, A20 order. While some scenarios mandate a the pilot uses the checklist to verify prop- specific sequence, others do not. In the er completion of all the tasks. latter case, publication developers decide This approach has built-in redundancy. the logic. A lot of thought is involved in However, it might lead to more confir- cockpit design. For example, electrical mation bias errors — pilots think that switches are often grouped together. A they already completed a task properly, good checklist takes advantage of existing when in fact they did not. The more fa- cockpit design to enhance efficiency and miliar and comfortable with the aircraft, coherence during the checking process. the more difficult it is to step back and go The length of checklist sections is an- through the checklist with a critical mind- other aspect to address. Excessively long set and look for the error. checklists can discourage usage or be- Multi-crews are not immune. Take for come a liability when distractions inter- example Delta Air Lines Flight 1141 that rupt execution. For example, the subdivi- crashed and burned just 22 seconds after sion of a long Before Takeoff section into takeoff due to flap and slat misconfigu- operational blocks such as Before Taxi, ration. Accident investigators calculated Taxi, Runup, Environmental Setup, and that the time between the challenge Ic_o_m__ _ _ B__ri_g_h_t_l_in_e Holding Short can enhance meaningful- “flaps” and the response “fifteen, fifteen, ness and assist pilots with checklist initia- green light” was less than one second, far tion and completion. less than it takes to actuate the controls Award winning Although there are recommendations and verify the indications. Lightspeed Zulu3! for developing manuals and checklists, Time is a factor. Some airlines actually there are no enforceable standards. When pressure crews to complete configura- switching between aircraft built by dif- tion and checklists within a certain time- ferent manufacturers or in different eras, frame — and make the time requirement there are notable manual and checklist dif- a pass-fail item during pilot training. It ferences, not just in style but also in content is self-evident that time is money during philosophy, a fact that few instructors will commercial operations. However, rush- point out during the transition training. ing through the checking procedure is To create some standardization be- contrary to a safety mindset. tween various aircraft, pilots or air opera- So, the next time you pick up a check- tion departments can develop their own list, do me a favour: breath in, breath out checklists as long as the custom checklists and approach it with a calm, cool and col- include at minimum all the items in the lected attitude. It is better not to have suf- manufacturer’s checklist and do not dis- ficient time to complete it than to make turb critical task sequencing. errors that might create or aggravate a There is an industry-wide consensus situation. Check and recheck as if your backed by solid data that using checklists life depends on it, because, it does.

www.canAdianAviator.com 15 Healthy Pilot Aviation Medicine with Cameron Boyd M.D. Flight Surgeon, CAME Aches and Pains Not Always Age Related

he fifty-eight-year-old pilot low-grade fever, fatigue, loss of appetite he felt so unwell and it hurt so much to attended his Civil Aviation and shoulder stiffness. move his shoulders. T Medicine Examiner for his Unlike some other shoulder pains that He was forced to visit his family doc- annual medical. At that visit, he had had, it was worse first thing in the tor who did some blood tests for con- he admitted that he hadn’t been able to fly morning and got a little better with ac- firmation and told him that he most for almost six months due to a strange ill- tivity. The pain and stiffness in his shoul- probably had a condition known as ness he had suffered. It started with the ders became so bad that it became an polymyalgia rheumatica. Physical ex- sudden onset of a fairly sudden pain in one effort to get out of bed and get dressed. amination was within normal limits. of his thighs which quickly spread to both He said he didn’t remember ever feeling That name means rheumatic multiple of his shoulders. The pain was quite severe so poorly. And the condition just seemed muscle pains. There is no known cause, and wasn’t due to any injury or overuse. to come out of the blue. There was no but it affects mainly women over the

The shoulder pain was accompanied by a way he could contemplate flying because age of fifty. Symptoms are usually quite boake kath illustration:

16 canAdian Aviator + march/april 2020 dramatic and can be incapacitating as in to the lowest effective dose. Luckily for condition, such as cranial arteritis (arte- this case. The family doctor prescribed this pilot, he suffered no noticeable side rial inflammation). a moderately high dose of steroid (or effects other than some mild insomnia. So, this pilot wanted to know what cortisone). The response to this treat- The muscle pain and inflammation the medical examiner thought about ment was quite dramatic and the pain differentiate this condition from other him returning to flying. As indicated, he and stiffness was almost gone within a muscular conditions such as fibromyal- had gone without flying for almost six couple of days. This also helps confirm gia and muscular strains. Both of these months. His dose of cortisone had been the diagnosis. latter conditions tend to get worse with reduced to about one tenth of what he The blood tests revealed high levels of activity. Myalgia or muscle pain can also had required at one point. The examiner inflammation in the pilot’s blood which be present with some forms of shingles, asked him if the family doctor had indi- is characteristic of this condition. The but in polymyalgia rheumatica there is cated when he was to be taken off the blood tests also serve as a guide as to no infection present that can be identi- steroid completely. The pilot indicated how effectively the treatment is work- fied. However, some unidentified infec- that he should be able to discontinue the ing. The doctor warned him that the ste- tious agent remains a distinct possibil- medication very soon depending on the roid treatment could be accompanied by ity. There was no indication of occult upcoming blood tests for inflammation. some serious side effects. Some patients infection or malignant disease. Rapid He assured the examiner that he had no develop psychosis, severe insomnia, improvement of symptoms with steroid symptoms relating to his arteries or mus- stomach inflammation or increased sus- treatment also differentiates this condi- cles. The medical examiner answered ceptibility to infection. Because of this, tion from fibromyalgia and strains. Fe- him that as soon as the steroid was dis- the doctor told him that although he was ver and loss of appetite are also absent continued completely, and his blood tests feeling much better, it was better not to in those conditions as are the elevated were back to normal he would give his fly on this dose of steroid. The steroid inflammatory markers. Other types of blessing to flying resumption as this con- dose was gradually adjusted downward inflammation may also occur in this dition was very unlikely to reoccur.

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www.canAdianAviator.com 17 On the Step float Flying With keith saulnier Remove the Rust Get Current, Proficient For Spring

he days are getting longer, A visit to https://www.tc.gc.ca/en/servic- The New Year is a good time to get up to date on and the receding snow has be- es/aviation/licensing-pilots-personnel/stay- currency. T gun to reveal the parts of the ing-current-proficient-pilot.html provides yard that I didn’t quite rake a list of what you need to cover every 6 been hearing “can’t you keep the ball in properly last fall. Once the snow begins months, two years and five years. the middle?” for over 25 years now. For to melt, the trees literally spring back to Every six months, if you intend to those that do not have an in-house train- life. We like to tap the three Maple trees carry passengers, it is mandatory to coming pilot, I suggest finding a well-seasoned in our back yard with the kids. It doesn’t plete at least five take offs and landings and well-respected commercial bush pilot sound like much, but we usually net out in the airplane you intend to fly. This is who believes in check lists and skill devel- five to eight liters of maple syrup that has just some good common sense. Make opment. They usually love teaching and a value placed slightly higher than gold. sure that during these self-driven train- passing along hard-earned experience. I The spring thaw is also the time of year ing exercises you choose a variety of sce- know I truly enjoy meeting new people to start planning out just how exactly we narios such as cross wind, short field and and picking up a new trick or two while are going to go from winter nights spent engine failures to sharpen those skills. splashing around on lakes and rivers. dreaming about taking off and landing on Every other year it is legislated that Transport Canada offers safety semi- water, to nailing a crosswind landing on a pilots in Canada include at least one of nars that are geared towards larger spectacular back country lake. the following training activities in order groups of pilots who are in need of their Rather than go through what I feel to stay in compliance. Many pilots opt recertification. TC is filled with many ex- are some of the finer points to look to complete a flight review with a train- airline and bush operation pilots who into, I felt that a deeper look into what ing instructor. I am fortunate that Nicole have decided to dedicate their time and Transport Canada (TC) expects from pi- (Chief Pilot/wife) is as meticulous about energy into making Canadian airspace

lots is appropriate. flying skills as she is about safety. I have as safe as possible. Having attended sev- photo: keith saulnier

18 canAdian Aviator + march/april 2020 eral courses, I can confirm that they are events/ to look for local recurrency events thousands of collective flight hours and always current on what needs to be cov- being held in your region. just as many stories about the time the ered as they are the ones who come up I always feel good after leaving a thing happened on that particular day. with this stuff! well put on safety seminar or delivering It is my impression that pilots are just There are also Transport Canada a talk on one aspect of aviation or an- as likely to share what went wrong and sanctioned events. We used to hold one other. It always comes down to the peo- what they did to correct it as what an every year at Georgian Bay Airways. ple. I have found that teachers learn far amazing experience they had. It is this Every spring, twenty or more pilots more from students than the other way living and breathing pooled knowledge would come over to listen to and par- around. This is especially so when you and a willingness to share it that is at the ticipate in talks about the importance of are in a room filled with thousands upon heart of every good bush pilot. certain skill sets, a breakdown of a safety scenario which happened the year before, what we learned from it and how we could prevent it in the future. TM A guest speaker from the insurance world, the regulations world or directly from the maintenance floor would Easy eAPIS join us. Once we had a TV weatherman join our group to brief us on weather Border Crossing Simplified patterns! We had returnees due to the quality of our program, but it might be www.EASYeAPIS.com just as likely that they showed up for the annual moose chilli. On your next trip to the United States let Please contact Transport Canada or Easy eAPIS™ do the interfacing with the your local flying club to find self-paced U.S. Customs and Border Protection study programs, examinations and leaving the frustrations of other other training regimens that qualify for applications and websites behind. recurrency. At least every five years you must fly Easy eAPIS™ is certified by the U.S. as pilot in command in the category of Customs and Border Protection for eAPIS aircraft you intend to fly. Failure to do so filings. means that it is time to hire an instructor and get back to basics on how to fly. Using the convenience of your smart Please refer to the Canadian Aviation phone or tablet eAPIS filing becomes Regulations, 421.05 on Transport Cana- straight forward. Just a few taps and you da’s website to see the full list of Trans- are on your way. port Canada mandated requirements. Proficiency is another matter. Staying - Download for Free. current is great, but you have to demon- - 30 Day Trial. - No Commitment. strate to Transport Canada that you are - Get Started with Easy eAPIS™ Today! not endangering the Canadian public. TC is looking for pilots to keep their skills as strong as possible. Suggested skills to brush up on include cross wind landing techniques, forced approaches and figur- ing out how prepared you are for actual emergency situations. Pilots are to regu- larly practice flight and emergency exercises, review technical records and published manuals, and attend sanctioned events. Transport Canada publishes an Aviation Safety Letter which contains updates on self-training requirements. www.EASYeAPIS.com | [email protected] | 6745 W Johnson Rd | LaPorte Indiana 46350 I find that COPA is always there to help Apple, the Apple logo, iPhone, and iPad are trademarks of Apple Inc., registered in the both with articles but also as a resource U.S. and other countries and regions. App Store is a service mark of Apple Inc. tool. Please visit https://copanational.org/

www.canadianaviator.com 19 On the Rock newfoundland aviation with gary hebbard

Clearing the Fog St. John’s Airport Has A Clear Path Forward

for a new challenge” doesn’t seem a com- A Cat III approach has dramatically improved plete answer. access to St John’s “What attracted me to it is it’s a pri- International Airport. vate sector company that has public sector impact on the region, in fact the en- tire province. That was exciting to me,” said Collins in a recent interview. So, he applied for the airport job when it was posted and found himself at the helm of CYYT in January of 2005. Collins still doesn’t describe himself as an aviation buff but admits to being more of one now than in the past. He did a lot of travelling earlier in his career so became well acquainted with airports in general and remains keenly aware of the miracle of flight and how it has changed the world. So he was intrigued when the challenge of running such a large and complex entity presented itself. He soon developed a clear strategic business plan for the operation, a skill honed in his past career. “The old expression is, “if you don’t know where you’re going, any road will take you there” Collins said. “You need a very clear articulation of where you’re going as an organization and how you’re going to get there.” In 1998 St. John’s International had an expected passenger volume of under 800,000 a year, growing 1 or 1.5 percent per year. But a burgeoning offshore oil industry brought growth so prolific that by 2004 passenger volumes had increased to over a million per year, a target not expected to be reached until 2012. And increas- ing oil activity continued bringing higher airplane and passenger volumes. As demand grew it became obvious the airport had to keep up and Collins saw that a big part of his job was to make sure a lack of eith Collins never got his John’s International Airport Authority (SJI- capacity didn’t become an impediment to hands dirty as a refueler or AA) until his retirement last June. the growth of the city and province. K baggage handler at St. John’s So how did he become top dog at an air- So what specifically did he do as CEO International Airport. Nor was port that has seen some of its most signifi- to make the airport better? Champion the he ever what you’d call an aviation buff, cant changes and improvements during development of a clear strategic business ebbard snapping pictures of airplanes at every op- his tenure in the position? What brought a plan involving your team, he explained, H portunity or hanging around with private businessman who worked for 32 years in utilizing outside advice where necessary pilots and “hangar flying” on rainy days. telecommunications and the I.T. industry and finding ways to engage every single

But for 15 years he was the CEO of the St. to an aviation industry career? “Looking airport employee in the execution of that photo: Gary

20 canAdian Aviator + march/april 2020 plan. Also vital for growth was account- The terminal building at St. John’s has flights unable to land for various reasons, ability for financial stewardship, gover- just completed a significant expansion and half of them because the aircraft weren’t nance and marketing and the setting up modernization to streamline the security equipped with the required instrumenta- of dedicated support teams to handle the and departures areas and further expan- tion. 2017 saw something like eight fog in- various jobs at the airport. sion concentrating on the international and cidents with a similar number he following “The most important job of the CEO is the domestic arrivals areas and customs year. When put in place, CYYT was only to champion the development of the orga- and immigration control has begun. Less the fourth airport in Canada so equipped, nization, direct the business plan and en- than 50 per cent of the airport’s operating the others being Calgary, Toronto and Van- gage all of the employees in the execution revenue, Collins said, now comes from couver and the only airport with less than of that plan,” Collins said. sources directly related to planes taking off 10 million passengers so equipped. Only Under his direction, Collins put to- and landing with passengers and cargo and St. John’s and Toronto’s Pearson have it on gether a leadership team that eventually revenues from airlines using the airport. both ends of their respective main runways reached 15 members that, as the airport “If you can get over 50 per cent of and St. John’s was the first airport in the grew, kept up with the ever changing your operating revenues coming from world to employ LED approach light tech- regulations, passenger and aircraft levels non-aeronautical fee sources it gives you nology on a Cat III approach. as they grew and evolved. stability and the ability to absorb the in- “It succeeded way beyond our own ex- “The team that I left behind is by far the evitable airline fluctuations,” Collins said. pectations. It was an absolute game chang- best I’ve ever had the privilege of leading. That lets the airport absorb such things as er to the point where people who travel These are people who are remarkable in airlines cancelling routes or services and don’t worry about that anymore,” Collins their own right and their own area but have other variables in aviation while main- boasts. Accessibility at CYYT is now up the ability to collaborate with each other.” taining a steady revenue stream. to 99.6 per cent, completely changing the In addition to the daily management No doubt the biggest technological reputation of the facility. As new planes team, Collins worked with a 12-member advance at St. John’s International and are added to fleets, Cat III tech is already board, nine members of which are nomi- the biggest benefit to the community aboard. All Airbus and B737 aircraft land- nated or appointed by stake- ing here are already equipped, holders including the Federal “The hands-down best Collins added, as are Air Cana- and Provincial governments, da Q400s. Others will follow. the cities of St. John’s and Mount improvement to infrastructure “The number one beneficia- Pearl, the neighbouring commu- ries from the Cat III system in nity of Conception Bay South, would be the installation of St. John’s are the airlines. They the St. John’s Board of Trade don’t get their passengers stuck, and the Mount Pearl Chamber a Cat III landing system.” they don’t have an aircraft or a of Commerce. Three additional crew out of position and they’re members are chosen by the board for their and province is the installation of a Cat not worrying about displaced passengers.” specific skills. III landing system. As one of, if not the, Capacity and efficiency will only im- As North America’s most easterly city, foggiest cities in Canada as many as a prove in the coming years with more space, the issue of flying direct from CYYT to Eu- thousand flights a year could be impact- more gates and air bridges to handle more rope is very big in this province. Currently, ed by unsuitable weather conditions for planes and attract more airlines, Collins most Europe-bound travellers have to fly takeoffs and landings. Delays, diversions, added, and SJI will continue to contribute first to Halifax or even Toronto for a con- cancellations, especially in the spring, got to the growth of the province’s economy. necting flight. Changing that, Collins said, to the point where St. John’s was viewed “The thing I am most proud of is the is handled mostly by the director of mar- by many airlines as inaccessible at certain team that I was able to recruit and retain keting with the involvement of the vari- times of the year. So the airport’s board, because this is a team that can take on the ous stakeholders. The idea of direct flights after assessing the overall situation, de- world” concluded Collins. “That’s what then has to be sold to the airlines, showing cided the hands-down best improvement I’m most proud of in terms of what I’m them there is enough demand to make the to infrastructure would be the installation leaving behind.” concept financially viable. The slowdown of a Cat III landing system. in the offshore oil industry in the past few The project was budgeted at $40 mil- Errata: Last month’s On the Rock incorrectly years has slowed growth but for about lion, split three ways with the province, the stated that the first trans-Atlantic air cross- seven years St. John’s was second or third feds and the airport picking up the tab. It ing, carried out by planes of the United States in the country in growth of air service to has since proven to be a galloping success. Navy in 1919, was non-stop. In fact, the flight passengers. Collins said the team is always When it went into service in December of was made in stages and took nearly a month to looking for incentives to attract more air- 2015 the system was expected to cut fog and complete. The first non-stop flight was com- lines and more flights. He supports contin- weather related problems from 1,000 flights pleted about a month later by British aviators ued marketing in that regard. per year to 300. In fact, 2016 saw only 32 Alcock and Brown.

www.canadianaviator.com 21 Flying Stories Hangar Talk With jack schofield Gibson Girls Pen and Ink and Airplanes

ack at the turn of the centu- Gibson became my mentor during my ry (the penultimate one), an early youth in the late 1930s and 40s as I B American illustrator by the wrestled with becoming an artist in pen name of Dana Gibson be- and ink. Stories in those days were often came famous for his beautiful pen draw- illustrated with pen drawings and water- ings of his equally beautiful wife and her colour paintings, and a generation of illus- This was the pen and ink drawing that got the author interested in gorgeous sisters. Dana’s sketches quick- trators became respected artists through

creating drawings himself. ly became labelled as ‘Gibson Girls’. their commissions with international C hums A nnual 1938 illustration:

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www.canAdianAviator.com 23 Pep Talk airmanship With Graeme Peppler Refuel Your Plane Then Refuel Yourself — Properly

n any long cross-country energized with fuel, your meal may not Canada’s Food Guide stresses more plant-based selections. flight, you’ll be stopping for long have you feeling the same way. O along the way to replenish Eating correctly should be as important your aircraft’s fuel supply. As to you as putting the correct grade of fuel the ‘right’ food to think straight for a long any good pilot knows, their aircraft won’t into your airplane. You need the right fuel time. A limp hot dog, a donut and a can of perform very well if its tanks run dry. to nourish yourself just like your tanks soda are not ideal ways to re-charge your How well, however, are pilots aware of need the right fuel to nourish your aircraft’s personal power supply. the fuel they need to power themselves? engine. You and your engine will sputter if Consider, when preparing for flying, There was a time when it wasn’t un- you don’t consume the right stuff. some of the better choices for keeping your- usual to grab a stale hotdog out of a Flying is like any activity; it consumes self fresh, energized and alert on a long dusty dispensing machine, nuke it in your energy. That energy comes from cross-country flight. Assuming that you the FBO’s second-hand microwave, con- oxygen and blood sugar. Fly for too long started your day with a nutritious pre-flight sume it, hop in your airplane and refer without eating, your blood sugar level meal, taking along a snack on the flight is to what you just ingested as ‘lunch’. will drop and so will your energy. You always a good idea. A smart snack, how-

While your airplane is raring to go, re- need food to think straight, and you need ever, isn’t a Snickers bar. It is, for instance, C anada photo: H ealth

24 Canadian Aviator + march/april 2020 fruit such as a banana and a supply of and sugars. You’ll find the ‘right’ fibres in dehydration. These are not physical almonds. (For those who may not be fruit and legumes (such as beans, lentils symptoms that lend themselves to effec- aware, almonds are fruit.) These provide and peas), and from other sources such tively handling an airplane. energy, protein and minerals that will carry as nuts, seeds, vegetables and brown rice. At your meal stop, eat right, but don’t you through to your first fuel stop, the one Sugar intake is a necessity, but it should overeat. Drowsiness can result from too you need to make to top up your airplane, be consumed from fruit, vegetables and much food. Don’t be the last to put your as well as to top up yourself. plain milk. Foods to which sugar is added fork down; leave that to your passengers. Assuming your first stop happens at to increase flavour or extend shelf life are (They can sleep while you fly.) Too much a regular mealtime (for instance, lunch), foods to be avoided. food can also increase the chances of this is a good time to hasten your way to- Drink lots, not just at your pre-deter- excessive gas formation. If you’re flatu- wards a meal offering sustenance to keep mined stop, but bring along fluids — wa- lent at the controls, you’re going to wish your brain firing on all cylinders. Oily ter with electrolytes, but definitely not that your passengers are well and truly fish, such as salmon and tuna, rank high sugar-infused sodas — in your airplane stuffed from their meal so that they’re in the list of foods rich in omega-3 fatty and drink while en route. At higher al- asleep for the count. acids. Omega-3s help build membranes titudes, water loss from your body is Be careful what you eat. Don’t eat any- around cells in the body, including those higher because water vapour in a given thing that makes you suspicious of food cells (neurons) in your brain that keep volume of air decreases. But, given that contamination. And, for heaven’s sake, if it functioning at its best. You want to be this water loss — through the surface area you’re flying with a co-pilot, don’t order mentally sharp. Eat foods that keep your of the skin and lungs — does not involve the same thing off the menu. If you turn brain feeling sharp like a razor. a loss of salt, you don’t realize (as you green on the next phase of your flight, Carbohydrates are the main source of would at sea level) that you’re thirsty. at least your co-pilot can fly while you energy (calories) for your body. The pri- The result: dehydration. Dizziness, nau- stare into the sickness bag you hopefully mary source of carbohydrates are fibres sea, headache and fatigue are signs of brought along for the trip.

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www.canAdianAviator.com 25 HopeAir_7.25x4.625 ad._01.19.indd 1 2019-01-30 11:25 AM Vectors ATC viewpoint with Michael Oxner

Surveillance Services Understanding What ATC Does For You

n my nearly 28 years as an air provide surveillance capability that are There are nuances to the interaction between pilots traffic controller, I’ve conduct- not radar-based. These include MLat and and controllers but they’re not that complicated. I ed a lot of tours of my facility, ADS-B, most recently. done presentations on what it MLat is short for ‘multi-lateration’. It at regular intervals and the signals are is I do from day to day and answered a lot relies on aircraft transponders in much processed similarly to radar returns. Most of questions. Sometimes the answers are in the same way as secondary surveillance recently, satellites have begun receiving the books and are simply missed. Usually, radar does, but with a twist. There is typi- and processing these signals, effectively they’re in the books but hard to interpret. cally one omni-directional antenna that giving surveillance all around the globe. And then there are some questions that sends out interrogation pulses to trigger Back to the original question, surveil- come up that, once asked, it’s easy to see replies from the transponders on aircraft lance services range from flight informa- how the information just isn’t out there. in the vicinity. Then a network of anten- tion to ATC-provided separation. ATC I’d like to tackle a few frequent ques- nas, whose locations are known precisely, must identify which ‘target’ on the screen tions in this article and explain a couple of will receive those replies. represents each aircraft they will provide items related to them. While I may have The exact time when a transponder re- services to, and there are a few ways to do touched on some of them briefly in past ply is received is recorded and compared it. Asking an aircraft to operate the ‘ident’ columns, these answers may be a little with the times of arrival at the other re- feature on the transponder is commonly more relevant to the actual questions an- ceivers and, through triangulation, the used, and the command a pilot will hear swered. In this offering, the subject will be position of the aircraft is derived. Much is “squawk ident”. Pilots should only use radar-related issues. like the way GPS signals are compared to this feature when specifically directed – if determine the position of a receiver, accu- more than one aircraft is showing this in- What is ‘surveillance service’? racy is quite high. dication, the process has to be started all

In past presentations, the question was, ADS-B uses signals broadcast from the over again for each. v C a n d “What is ‘radar service’?” For starters, the aircraft which includes items like posi- Once an aircraft is identified, naviga- term ‘surveillance services’ has replaced tion, altitude, heading, and may include tion assistance, traffic and weather in- ‘radar services’ in ATC’s lexicon because other flight data, like spot winds and formation, provision of ATC separation,

newer systems are coming online that much more. These signals are broadcast including radar vectors for traffic, may pho t o cr edi Na

26 canAdian Aviator + MARCH/APRIL 2020 all be rendered where equipment and me.” ATC’s radar doesn’t show us which aircrafts’ positions and tracks are deter- workload permit. Some of these services heading you’re flying. Instead, it shows us mined relative to a fixed source and pre- are mandatory, depending on the airspace your track. sented that way. involved. ATC will issue traffic information in In the case of an airborne radar or terms of the clock. For example, 12 o’clock TCAS, the position of the traffic is drawn I’ve deviated around a buildup, means the traffic is straight ahead. Two relative to your position which is chang- but only briefly for a couple of o’clock means it is off to your right, ahead ing as you fly. degrees off course. Can ATC see of your wing. Nine o’clock means it’s on Consider two aircraft on a collision small deviations? your left. course: On ATC’s radar, both appear to be Yes. If we’re watching the radar, even on While navigating, pilots correct for moving toward the point of intersection. On a large range, we can see course changes winds and the stronger the crosswind, TCAS, your position on the screen will not of very small amounts. Most often, we the greater this correction will be. Unless move while the position of the traffic will. won’t say anything to you about it, but you have a straight headwind or tailwind A decreasing distance will, of course, be we’ll watch to see if you return to your component, whatever ATC tells you on one aspect of it, but if the ‘clock position’ course. If other traffic is involved, or if the ‘clock’ as to where your traffic is, it doesn’t change as the distance decreases, you stray toward restricted airspace, will almost always be slightly off. avoidance action should be considered. we’ll query you. The faster your aircraft, the smaller the TCAS works the same way; if the rela- It should be noted that the Canadian amount of drift you will experience. Do- tive bearing stays the same as the distance Aviation Regulations state ATC must ing the math, you’ll realize that even a decreases (for example, each time you be notified of any deviation from the as- slower aircraft would need a significant look it’s still at your 11 o’clock), Traffic signed airspace. Regulations aside, even if wind to actually get 30° of drift as in the Advisories and Resolution Advisories it’s a small amount because of a buildup, example above. may be expected. aircraft operating behind you on the same It’s for this reason that the ‘clock’ sys- If the distance decreases and the relative track might also want to deviate around tem is intentionally vague. The idea is to bearing changes as you fly straight, the it. ATC would like to know of the pres- get a pilot looking in the right general traffic is not likely on a collision course. If ence of such issues as it may affect how direction since an accurate, specific direc- the progression goes like this: 2 o’clock at traffic will flow. Our weather radar typi- tion would be impossible for ATC to state. 10 miles, 1 o’clock at 8 miles, 12 o’clock at cally shows precipitation, but cumulus We can determine bearing accurately, but 6 miles, 11 o’clock at 4 miles, the traffic has clouds don’t always show up on radar if not relative to where the nose of your air- already passed ahead of you. If neither of there is no precipitation. craft is actually pointing. you turn, the traffic should not be a factor. This would apply whether it was TCAS or I received traffic information, TCAS can be used like a radar, ATC-issued traffic information. but my traffic wasn’t where I right? I hope these questions and answers was told. Why? Not exactly. The difference between may be helpful to you. Understanding This question is usually asked in the con- TCAS or airborne radar and a ground- what’s on the other side of the radio can text of “You told me traffic was at my one based radar is that the radar antenna be difficult at times, but often the answers o’clock, but I saw him right in front of ATC uses is not moving. Both of your are not that far away.

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www.canadianaviator.com 27 Expert Pilot Fly Like a Pro with Richard Pittet Tapping Out Always Have a Plan B

n area of high pressure was near Sicamous, B.C., continuing west fied on navigation charts, drawing pilots’ building over western Can- past Kamloops before following the Fra- attention to rapidly rising terrain in the A ada, signaling good flying ser River to the start of the Fraser Valley. area. The positive offset to this was the weather. Karen and I decided After flying by the town of Hope, Van- ever-present alpine autobahn working its to forgo our usual mode of standby air- couver Island was more or less due west. way towards the coast. Even so, this was line travel in exchange for two return All was good to the continental divide. clearly not a place for an over-loaded, seats to Nanaimo in our Cessna 182. With But as we chugged further into British underpowered airplane, something our 87 gallons useable, a thorough weather Columbia, Pacific Radio began reporting Skylane was not. briefing and sufficient inflight snacks, we convective weather building along the Mountain weather is always unpre- set out for the Rockies. central coast, suggesting a more south- dictable. It can be fast changing, often Foreflight indicated a 540 nm flight erly track might well be the best option. bringing ugly surprises. Our perfect from High River, Alberta. Three on-board This meant ditching our planned routing Okanagan summer day suddenly gave GPSs as well as Edmonton (and later Pa- through Kamloops, so we turned south way to menacing skies. As the winds cific) Radio kept track of our progress. to Kelowna before taking up a westerly increased, I watched our groundspeed The plan was a VFR routing via the Trans- heading towards Hope. drop to 105 knots, indicating a 35-knot Canada Highway past Banff and Golden Our new track paralleled the Coqui- gale on the nose. Next came mechanical prior to entering Rogers Pass. From there halla Highway. Those of you familiar turbulence. With Pacific Radio providing

it was on to northern Okanagan Valley with the area know of warnings speci- weather updates, we cautiously pressed boake kath illustration:

28 Canadian Aviator + march/april 2020 on towards Hope, gateway to the Fraser to all this, my wife Karen napped on the A third option, simply calling it a day in Valley and Greater Vancouver. We were terminal building’s well-worn, but ap- Kelowna, would have been the easiest. Had almost there. parently cozy couch. We’d been in this I known what was in store for us, it would With the Coquihalla still firmly in situation a couple of times in the past… have been my first choice. The only risk sight and a good 15 miles of visibility, we just in different places. Later, I treated her with that plan was last-minute hotel rates rounded the last corner prior to enter- to lunch at a nearby pizza place. Airline at the peak of summer vacation season. ing the canyon. And there it was. A wall pilots are known big spenders. Ultimately the trip reinforced many of cloud stretching from about 500 feet In the end everything turned out for things. First, local knowledge makes a dif- above the valley floor to over 10,000 feet the best. As forecast, the pass opened up ference. The Coquihalla VFR route was a MSL. Above that the sky was churning. and by early evening we easily cruised new one for me and, despite working out Through it the highway was still visible, through the area. Following the North in the end, proved to be a less than ideal but the walls of the canyon were partially Shore, we marveled at the beauty that is option. Next is the ever-fickle nature of obscured. Whoa! the Lower Mainland before crossing the mountain weather. Then there’s the real- There are many descriptions for what Strait of Georgia, arriving in Nanaimo an ization that even plan B — the one destined might have come next. One outcome hour and a half later. Two days later, we to save the day — can sometimes fail. What might have been a variant of target fixa- zipped home in 4:12 minutes, sans any of should hopefully follow is an orderly un- tion, specifically pressing on with mission the drama from the previous flight. doing of what you’ve done with dogged focus while intentionally ignor- determination up to that point in ing everything else. Instead, what time. In our case it meant turn- happened took about a millisec- “Our perfect Okanagan ing around. Quitting, tapping out, ond. I assessed the flight condi- throwing in the towel. The industry tions, immediately put plan 2B summer day suddenly gave term for this is ‘trapping the threat’. into effect and, to quote a RAF offi- An even loftier goal is avoiding the cer describing combat operations way to menacing skies.” threat in the first place. in the Gulf, “ran away bravely”. A decision to continue is always Riding out the bumps, we put down just A Monday morning quarterback at the discretion of the pilot in command, to the east in Merritt. This round had gone would say that on the day in ques- as is the choice to land. The provisional to the Mountain. My decision cost time, tion, both routes had their pluses, but ‘go take a look’ approach will often work, money and inconvenienced my family. that neither was great. They would be but only if you possess a surplus of flight Truth be told, those were the last things correct. Heading west past Kamloops discipline and a plan that includes a way on my mind. meant the possibility of running head- out — or better yet, two. After landing in a 25-knot breeze, we se- on into convective weather in a moun- Any time you call it a day for reasons of cured the 182 and sat out the weather. The tain valley. Not a good plan. The second flight safety, that decision automatically blow lasted six more hours. We passed choice, the southern route, came with brings you closer to realizing a brilliant the time by chatting with two friendly higher, but otherwise manageable geog- truism — the one that says no matter how medivac pilots. I rummaged through raphy and an easy-to-follow highway. many hours you might have in your log- piles of old magazines and surveyed ‘For That VFR route also cautioned pilots book, the hour that really matters is the Sale’ ads on the bulletin board. Oblivious about rapidly rising terrain. one that comes next.

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www.canAdianAviator.com 29 Tales from the Lakeview Bush Flying With Robert S. Grant The Percival Proctor Trying to Penetrate the Canadian Market

anada often serves as a prov- an April 18, 1946 Hudson’s Bay commit- The Proctor Seaplane was a dismal failure for the ing ground for airplanes tee extract. “That Percival Aircraft Ltd. of Hudson Bay Company. C from numerous nations, England was particularly anxious for us particularly Great Britain. to operate one of their new craft in our ter- $12,487 and later advertised $12,850 be- In one case, an aircraft factory represen- ritory subject to adaptation for northern fore soaring to $14,685. Unfortunately, tative carried out a coast-to-coast market work would be suitable to the company.” mechanical problems during the sales survey and placed full-page magazine The builder branched into Percival expedition through Manitoba caused a and newspaper advertisements for the Aircraft (Canada) before the first Proctor forced landing and a humiliating tow Percival Proctor. His choice of images de- demonstrator arrived by ship in Halifax into Winnipeg for repairs. Weeks later, picted a Royal Canadian Mounted Police on December 10, 1945 then proceeded another mishap took place near the rail- officer staring at a map of North America. by rail to Downsview, Ontario for con- way community of Porquis Junction in Percival Aircraft, the wording stated, “… tract assembly by de Havilland. Cana- northern Ontario. This time, maintenance had flown in many countries by the Air dian test pilot Helen Harrison Bristol, mechanics declared the remains a com- Forces of the Empire.” The Hudson’s Bay who received her initial licence in 1935, plete write-off and Proctor’s Canadian Company (HBC) swallowed the bait. flew four-seat G-AGSW on wheels in head office ordered a replacement, which Powered by a 210-hp, six-cylinder Gip- mid-January 1946. During an attention- never arrived. sy Queen II engine, a dual control Proc- getting champagne christening, United In October 1947, a solitary Proctor VI tor prototype had flown wheels-only on Kingdom trade officials, civic dignitar- made a first flight on Edo 49-4000 floats. A October 8, 1939, from Luton, northwest ies and potential customers received the Canadian Aviation magazine bulletin ex- of London. With a 3,500-pound gross and eagerly anticipated tidings that ski- and tracted from Canada Aviation and Space 2,429-pound empty weight, the aircraft float-plane versions would soon follow. Museum files claimed a 3,750-lb, all-up cruised at 130 mph while consuming ten Plans included a more powerful 250-hp weight and, before long, eager salesmen gallons per hour. Best of all from a north- engine weighing 510 pounds. upped the price to $22,000 and sold CF- ern operator point of view, a 55-mph stall- A western Canada demonstration tour EHF (s/n Ae-140) to the Hudson’s Bay ing speed supposedly provided access to commenced. Initial prices varied. Ac- Company. After Oshawa’s Weston Air- short space. cording to Ottawa’s current air and bus craft finished assembly and test flights, ‘Small light aircraft would be most suit- historian Ian Macdonald’s January 2010 pilots soon realized the aircraft would able for inspection and personnel work in treatise in a Canadian Aviation Histori- never survive in wilderness bush coun-

the immediate northern territories’, read cal Society Journal, the retailers asked try. The HBC’s management had expect- s. grant ro b ert photo courtesy

30 canAdian Aviator + march/april 2020 ed the fragile craft to replace a Noorduyn storage before sale in 1950 to Pyramid for a round-the-world flight In Proctor Norseman destroyed by a dockside fire in Concrete Products in Brantford, Ont., an- G-AJMU. After a series of adventures Sioux Lookout. other relocation brought CF-EHF to Pic- through Europe and Russia in what they Considered right from the start for at- ton, home of the Prince Edward Flying called Thursday’s Child, including crash- tending fly-in breakfasts and air shows Club (where the author saw the airplane es, an engine replacement and forced above picturesque dells of temperate in 1960). Total flying time had reached stays in exotic locales, they finally loped England by historian John Silvester, the a meager 152 hours. Former Avro Lan- into Alaska. On November 21, carburet- Proctor VI did not meet HBC expectations caster flight engineer Wilson (Ray) Irwin tor icing brought about a forced landing and would never experience the odours kept the blue-painted airplane at Picton’s in sub-zero weather on the gravel-sur- of muskrat pelts, transport trappers or lift airport. faced Alaska Highway. loads of freight from northern lakes. The Historian Macdonald noted that CF- Trucked to Edmonton, the Proctor IV 39-ft, 6-in wings consisted of moisture- EHF came under several ownerships be- could not be repaired, and Routh accept- susceptible woods including spruce brac- fore cancellation from Transport Canada ed a donated Consolidated Vultee BT-13 ing. Plywood sides covered with fabric listings in October 2001. At one point, a Valiant from the United States to finish the formed the fuselage, wood box flight and became the first woman spars and ribs made up the tail to circle the globe. The engine of unit and balsa fillers provided ri- "Although only one G-AJMU remained in Canada and gidity. At least, sliding windows may now be viewed at Calgary’s with jettisonable doors added to Proctor carried Canadian Hangar Flight Museum. safety. However, structural stress registration, at least three... Although at least 1,154 Proctors from pounding wind-driven lake in several variants rolled through rollers or hard-packed snowdrifts entered the country." Luton’s factory doors, only one would have rapidly resulted in other Proctor landed on Canadian destruction. soil. On June 19, 1946, British civil “The English Percival Proctor ap- smuggler reportedly painted the fuse- air attaché Peter Masefield in Washington, peared. A reasonably good airplane in lage matt black for clandestine activities D.C. visited Downsview in G-AHGN. its home environment,” reflected HBC until jailed. Recent rumours suggest dis- Nothing more than a routine flight oc- pilot-author A.J. Atkinson in 1959. “It mantled CF-EHF with punctured fabric, curred, and the airplane returned intact to proved unadaptable to our type of work broken instruments and shattered plexi- the United States. for our purposes and did not see opera- glass may be stored somewhere in the As flocks of Noorduyn Norsemen, de tional service.” Toronto area awaiting restoration. Havilland Beavers and Stinsons domi- A summary of HBC aircraft indicated Although only one Proctor carried Ca- nated bush flying, no distinctions ac- CF-EHF was exchanged for the fur trad- nadian registration, at least three, includ- crued to the diminutive one-of-a-kind ing organization’s first de Havilland ing demonstrator G-AGSW entered the seaplane which briefly carried the Hud- DHC-2 Beaver, but the graceful Proctor country. On August 18, 1945, 24-year-old son’s Bay Company’s flags. Neverthe- and its streamlined landing gear did not long distance pilot Prudence Richarda less, in the Canadian way, pilots and escape to Britain’s misty landscape. Fer- Evelyn Routh and navigator Michael maintenance mechanics did their best ried from Winnipeg to Downsview for Townsend departed England eastward with CF-EHF.

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www.canAdianAviator.com 31 Down East Atlantic Flying With Don Ledger Nova Scotia Spaceport Moves Forward Maritimes Launch Services To Start Construction This Year

aritime Launch Services (MLS) was formed in 2016 with its M head offices in Halifax, NS and a spaceport is to be built 2.5 kilometres south of the community of Canso, NS. Environmental approvals have been granted and the company is in the process of securing launch customers. Despite it’s somewhat remote location, the eastern tip of Nova Scotia fulfills a fundamental requirement for launching spacecraft into polar orbits. Launching a rocket into sun-synchronous or Polar orbit- al plane requires a down range that is free of population. Down range for the purposes of MLS’s launches is the Atlantic Ocean, all the way to the sub-continent of Antarc- tica approximately 15,000 kilometres away. But being in the East is important too. The world turns eastward at the rate of approximately 1,000 mph at the Equator which give launches to the east a free boost. In MLS’s case they will use some of that while Theoretically long before a crash could NASA has been launching from Cape launching southeastward in order to get happen the Cyclone-4M (C4M) rocket’s Canaveral over the Atlantic for 70 years into a sun-synchronous orbit. Polar orbit is first stage motors, which will be used by with no damage to anyone except NASA more directly south with a certain degree MLS, will have run out of fuel and crashed property when some of their launches of deviation; an attractive option because into the Atlantic however destruction failed. The Canso Space Port would be the the International Space Station is in a semi- would be triggered from launch control third space port on the east coast of North polar orbit. Many surveillance and com- back in Canso to assure the shattered America. The other is NASA’s Wallop’s Is- munications satellites are in polar orbit. in spacecraft was scattered over an unpopu- land on the northeast tip of Virginia. They

order to do surveillance of the planet. lated area of the Atlantic. have been launching small and medium s photo M aritime L aunch Service

32 canAdian Aviator + march/april 2020 Canso’s eastern location makes it ideal for certain space launches.

ery itself which these days is quite small. In 2014 the town voted to amalgamate with the municipality of Guysborough. Canso ceased to be a town to reduce property taxes. The introduction of the spaceport would inject much needed jobs into the area. The company expects to hire at least 50 full time people in specialized jobs at higher wages with the expectation of some 250 ancillary jobs to follow. President and CEO of MLS, Steve Matier, says they will need pipe fitters, welders, plumb- ers, engineers, technicians, electricians, firefighters, security people, heavy equipment operators and of course some rocket scientists to run the programs. But initially roads will have to be made to access the area in question. Infrastructure, such as a launch control building, a building large enough to put the three sections of the rocket together will be constructed as well a fire control facility, a security building plus a test firing facility and the launch site itself. Construction is scheduled to begin in 2020 and completed in 2022. The C4M medium sized rocket is designed to launch “single spacecraft (SC), as well as SC aggregation (multiple small satellites in one launch package) for the purpose of SC constellation deployment.” Either cargo will be launched into Low Earth Orbit (LEO) in sun-synchronous or polar orbits. The C4M is just over 129 feet long with a diameter of just under 13 feet at the first stage. It is comprised of three stages, the first stage lift off section, the second stage high altitude booster section and the third is the payload unit section (PLU). The C4M is capable of lifting up to 3,350 kg (7,386.75 lbs) of cargo into polar or sun-synchronous orbits. Most satellites are in sun-synchronous orbits however launching from Canso to polar (similar to the C4M) rockets into space orbit makes cargo shipments or possibly from a populated area out over the Atlan- experiments to the International Space tic without environmental concerns for Station (ISS) attractive to concerns sup- 60 years. plying the ISS due to its positioning. The nearby town of Canso has been suf- The C4Ms will be built in Ukraine. They fering from the loss of jobs over the years will be made in two section and shipped due to industry shutdowns. The town’s to Canso space port to be reassembled large fish processing plant closed and left and the payload attached. The plan is to the main income producers to be the fish- launch at least eight satellites a year.

www.canAdianAviator.com 33 airbus a220 Air Canada’s

Canadian Technology Makes its National Debut

By Russ Niles | photos courtesy Air canada

he numbing sameness of modern air travel is actually one of its most amazing features. To routinely hurtle millions of people thousands of miles in a matter of hours in an environment that could be instantly fatal to them with such a remarkable safety record is a testament to how mundane the Tmiracle of modern air travel has become. Occasionally, within that strictly controlled and frequently unfairly maligned modern miracle, there is a chance to reflect on the enormous accomplishments required to create such an enterprise. The normally routine early morning flight from Montreal to Calgary on January 16, 2020 set the stage for one of those events as passengers filed onto an airplane that was conceived, designed, engineered and manufactured in Canada and was on its maiden revenue flight in its homeland. That Air Canada’s first new Airbus A220 carried the nameplate of a European manufacturer couldn’t obscure the undeniable fact that the sleek, modern, comfortable and efficient aircraft is as Canadian as maple syrup. It also is testament to the financial, technical and even political challenges that face any company that dares to challenge the Airbus/Boeing duopoly in the world airline market. In fact, as those travellers found their seats in the five-abreast economy cabin (four in first class), Bombardier, the company that put its very life on the line to create it, was considering getting out of the aviation business entirely and it could all be traced to the decision to proceed with the development of a new size of airliner.

www.canAdianAviator.com 35 airbus a220

“Bombardier was openly discussing the possibility of leaving the partnership and hinting that it might also sell off its lucrative business jet division.”

The CSeries wasn’t Bombardier’s in- Although the modern design, low oper- The world’s largest aircraft manufac- spiration. It got the notion from Fokker, ating costs and relatively long range (3,200 turer launched an anti-dumping action the storied Dutch aircraft manufacturer nautical miles) interested potential custom- against Bombardier for the deeply dis- which designed the 100-seat Fokker 100 in ers, Bombardier constantly fought the per- counted price offered Delta that was ul- the late 1990s. Until then, there was a gap ception that it could not survive challeng- timately thrown out by the United States of a few dozen seats between so-called ing Airbus and Boeing. Potential customers International Trade Commission. But ‘commuter’ airliners and the Fokker 100, were afraid of being stuck with an orphaned the added complication along with the which essentially created a new category. design if Bombardier went under. The order spiralling costs had put Bombardier on Developing the airliner pushed Fokker book stalled at about 250 firm orders and the ropes financially. Meanwhile, Airbus to the brink of bankruptcy and offered development costs, compounded by nu- saw an opportunity to gain advantage Bombardier a chance to buy the program. merous supplier delays and problems with over Boeing and it resulted in Airbus tak- Bombardier declined but exposure to the the revolutionary geared turbofan engine ing over majority ownership of the pro- Dutch concept planted a seed. A develop- design, pushed Bombardier to the brink. gram in a joint venture with Bombardier ment team was formed and, after a few Delta Airlines took a chance and booked a and the Quebec government. Production false starts, the final decision to proceed lifeline order for 75 CSeries and that’s when continued at Mirabel, near Montreal, and with CSeries came in July of 2008. Boeing made its move. the airframe that nosed up to the gate in

specifications

Manufacturer...... Airbus Engines...... PW1500G Cruise Speed...... 829 km/h (448 kts) Range...... 5,920 km (3,200 nm) Cruise Altitude...... 10,668 m (35,000 ft) Cargo Capacity...... 1,700 kg (3,748 lb) Fuel Capacity...... 21,918 l (5790 USG) Length of Aircraft...... 38.7 m (126 ft 11 in) Wingspan...... 35.1 m (115 ft 1 in) Height...... 11.5 m (37 ft 8 in)

36 canAdian Aviator + march/april 2020 Montreal was a product of that consor- A state-of-the-art cockpit with sidestick controllers A220 Routes tium. Airbus has also built an assembly is a pilot-pleasing feature. line at its U.S. facilities in Mobile, Ala- Air Canada plans to use the A220’s smaller size bama where A220s heading to U.S. air- as happy as those aboard the inaugural and lower operating costs to open up at least lines will be built, essentially eliminat- flight with the purchase. two new ‘low productivity’ routes and make ing any way for Boeing to block their Among those getting a free flight to them profitable. The airline will use the new sales. Calgary in January in exchange for writ- plane exclusively on direct flights between But as this magazine went to press, ing about the trip was Zach Griff, a ‘travel Montreal and Seattle and Toronto and San Jose, Bombardier was openly discussing the analyst’ with The Points Guy, a website California. Those will be the only direct flights possibility of leaving the partnership and that publishes trip reviews on airlines all between those points. hinting that it might also sell off its lu- over the world. Part of the strategy is to add markets for its crative business jet division, only a few Griff likes the A220, having already months after certifying a new family of reviewed Delta’s aircraft, and said Air plan to create hubs for intercontinental travel ultra-long-range, large-cabin jets. Canada’s choice of colours and seat fea- from Toronto and Montreal to take some of that None of that dour speculation was evi- tures made for a comfortable flight. His business from Middle Eastern airlines. dent as the paying passengers, along with business class seat had a leg and footrest But mainly, the A220 will be a bread-and- a smattering of reviewers, most of them with ample leg room, and he had a good butter workhorse on domestic and transborder online ‘influencers’, settled in their seats look at the economy section and declared flights to the U.S. from its Canadian hubs. The for the five-hour flight to Cowtown. it “about as good as economy gets.” A220 replaces the Embraer E-190 aircraft that Air Canada ordered 45 of the larger Griff particularly liked the big over- ply the everyday routes that keep small and CS300 models in 2016 and at the time head bins, the entertainment system, the medium-sized Canadian cities connected to there was speculation that it was pres- quick-charge USD-C ports and the seat sured into buying the plane by the fed- comfort, but he criticized the lack of seat Vancouver, Toronto, Montreal and Halifax. The eral government as it negotiated to get storage. He also liked the big windows. A220 is capable of flying non-stop to Europe out of commitments it had made to “For those booked on the new plane, from eastern cities but there has been no maintain maintenance and repair facili- you’ll enjoy your flight — regardless of announcement about that possibility. ties in Winnipeg and Montreal. At one whether you’re sitting in biz or coach,” he With 45 aircraft in the fleet by the end of point, the airline threatened to cancel wrote. “The front cabin was particularly 2021 and another 30 potentially on the way, the deal with Bombardier if it didn’t get comfortable, especially with the added the A220 will be a common sight at Canada’s the ‘flexibility’ it wanted in where its leg rest and footrest. In economy, the seats airports and those flying domestically will likely planes were maintained. All that was were noticeably wider, plus there’s only sorted out and the airline seems to be one middle seat per row.” fly on one.

www.canAdianAviator.com 37 resource

38 canAdian Aviator + march/april 2020 resource The Future of Aviation Looks Increasingly Female

or decades women pilots and aviation professionals have been spreading the word to other women about the great careers available in the industry. The com- bination of a pressing labour shortage and changing attitudes means there’s never been a better time for Fwomen to soar. We invited six famous flying female influencers to tell us how changing the gender balance can help the industry as a whole.

www.canAdianAviator.com 39 untapped resource

Airlines Getting The Message Pilot Shortage Ignites Female Recruitment Anna Pangrazzi

This is a very exciting time in aviation but also programs that specifi- the global aviation industry. cally target young women. It is vital for With the increase demand for air travel young girls to see more images of suc- around the planet, we appear to be experi- cessful women in the industry and media “Only five to six encing a pilot shortage and the demand for can also be a significant driver of this! new pilots is finally shaking up the industry. Porter Airlines became a big supporter percent of commercial Twelve years ago I helped to found an of Northern Lights in 2015, recognizing pilots are women...” organization called Northern Lights Aero the need to target young girls. The airline Foundation to recognize women in avia- was started in 2006 with a very progres- tion and aerospace in order to encourage sive management team and early on be- and inspire more young women to con- gan hiring women in significant numbers. sider aviation as a career. About 12 percent of its pilots are female. mote the industry to young girls! Only five to six percent of commercial Air Canada has also become a huge sup- This is a huge change in the industry pilots are women and that figure has been porter and is helping us become a truly na- over the past decade. In my opinion, this stagnant for a long time but without any real tional organization reaching more young change will have a significant impact over demand most airlines did not feel compelled women across the country. Air Canada the longer term and will have proven to to apply any resources to an organization has also recently introduced a scholar- be a great benefit for the aviation industry. that wanted to encourage young girls. ship in the name of Judy Cameron, the By seizing this opportune time, we may I think industry and pilot training fa- first woman pilot they hired back in 1978. finally be able to increase the proportion cilities are now recognizing that tapping Beyond helping to support young women of women who get to participate in one of into the other 50 percent of the popula- financially, the scholarship also highlights the most dynamic, challenging and excit- tion may be one of the solutions to solv- the career of a successful woman pilot! ing industries in the world. ing this developing pilot shortage. I am Almost all the airlines in Canada, And as I said when I got my pilots licence very encouraged to see that across the along with flight schools and aviation in 1977: You guys can’t have all the fun. board in Canada airlines large and small colleges are supporting programs to are enthusiastic about investing money in reach younger generations, especially Anna Pangrazzi is owner of Apex Aircraft Sales recognition and outreach programs that young girls. And there are other organi- Ltd. and has been marketing aircraft for 37 years focus on recruiting all young people to zations in Canada also working to pro- while working to promote women in aviation.

40 canAdian Aviator + march/april 2020 spotlight on women of aviation

Harness Female Brainpower Aviation’s Future Needs Everyone’s Smarts By Mireille Goyer

We just stepped into one of based on current load? These are just a the most challenging and defining de- few questions to address before we can cades for the aerospace industry, techno- begin to develop solutions. logically and humanly. That will translate The recent Boeing 737 Max fiasco “Women represent into huge opportunities for anyone fasci- brought into focus the dangers of homog- nated with flight who wants to contrib- enous groups where dissent is rare and more than half ute to the future of this exciting industry easily repressed. As uncomfortable and of the world’s powered by sheer passion. somewhat slow a process as it may be, in- Highly automated flight, already a cluding voices with very different back- population and hold reality in the military and space explora- grounds at the discussion table yields the tion, is currently making its way into the safest, most forward thinking, most sus- more than half of largest sector of the industry, civil avia- tainable, and most appropriate solutions tion. As its implementation spreads, it for everyone. the world’s smarts.” will transform how everything is done Women represent more than half of in aerospace, from manufacturing, to air- the world’s population and hold more borne operations, to ground support. than half of the world’s smarts. One of The shift will deeply affect industry the most pressing issues for the indus- personnel and the public. Most of the ex- try today is to address its enduring lack If we collectively decide to apply our istential decisions needed to adapt and of gender balance and learn to seek and passion and resourcefulness towards ad- reshape the industry for the foreseeable leverage all available talents, whatever dressing our social shortcomings, I have future will emerge within this decade. their outer form. no doubts that our industry will experi- Do we want pilotless aircraft to trans- As an industry, we are always eager to ence significant growth during this de- port passengers or not? If we do not, take on the next technological challenge cade, increase its recruiting attractive- how will we train future pilots for their to make aircraft fly faster, further, safer, ness, and offset some of the negative side new roles as technology masters rather and more efficiently. The time has come to effects of automation on personnel. than stick-and-rudder aces? Do we want stop cutting our growth potential in half. to expand our existing airway system A shift in mindset is overdue at industry Mireille Goyer is an ATP, aviation educator or switch to an on-the-fly path network level and within the female population. and founder of Women of Aviation Worldwide.

www.canAdianAviator.com 41 untapped resource

Start With High School Teen Girls Need Aviation Exposure By Robin Hadfield

Why do we need to be concerned line pilots, of which 2,545, a dismal 1.38 about the number of women who take to percent are airline captains. the skies? There are several organizations, in- “Our secondary It’s simply a waste of talent to not bring dustry and flight schools who are taking almost 50 percent of our population into steps to reduce the stereotype by promot- schools have a poor aviation. ing women in aviation careers and giving It’s been 111 years since Baroness our younger generation role-models. track record when Raymonde de Laroche became the first Our secondary schools have a poor woman to fly solo in 1909. Since that time track record when it comes to their it comes to their women have made significant contribu- knowledge of the aviation industry, let tions to aviation. alone females in aviation careers. We knowledge of the They have held speed records, altitude must do a better job at educating the ca- and endurance records; they were test pi- reer guidance counsellors. When a school aviation industry.” lots, commercial airline pilots, daredevil hosts job fairs, it should include airlines, show pilots, instructors and those who flight schools, aviation mechanic pro- flew for fun. grams from local colleges/universities. it is our obligation to address this problem. During WWII women ferried every type The attributes of what it takes to be- I’m hopeful towards our future and look of aircraft, from trainers, to fighters and come a professional pilot are areas forward to the day when it’s not unusual to bombers, with the Air Transport Auxiliary. women naturally do well, such as multi- see a multigeneration of women pilots in a Yet aviation still has a long way to go tasking, and soft skills such as communi- family, but also when we see more pilots in pilot gender equality. While it is grow- cation and teamwork. from the various ethnic and indigenous ing, it is still minuscule, with women in It is slowly changing, but just as doc- communities across our country. Canada only holding 7.65 percent of all tors, veterinarians or lawyers were once aeronautical licenses, and only 5.93 per- seen as male domains, becoming a female Robin Hadfield is a director of The Ninety- cent of Airline Transport Pilot Licenses. pilot will eventually be seen as a normal Nines International Organization of Women With just under 14,000 active airline pi- career option. Pilots and Governor, East Canada Section, lots in Canada, less than 800 are women. As a pilot, aviation mechanic, air traffic The Ninety-Nines. She’s been flying since Internationally there are 9,450 female air- controller, airport or airline management, 1979 and owns an RV6A.

42 canAdian Aviator + march/april 2020 spotlight on women of aviation

Working on the Problem Organizations Take Aim At Gender Balance By Capt. Rosella Bjornson

There is a reported shortage of There are several organizations that are WIA through partnership with airlines pilots around the world. More passengers devoted to introducing young women provide Type Ratings as scholarships for require more aircraft and more pilots to to the possibilities of careers in aviation. qualified and deserving pilots. operate them. I enjoyed a wonderful ca- Women of Aviation Worldwide Week The Northern Lights Aero Foundation reer as an airline pilot for over 30 years. — (March 2 to 8, 2020, Global Aviation is another Canadian organization whose Back in 1973 when I was hired at Trans- Awareness Week) is a program designed mission is to increase women in aviation. air, I was the first woman who had been to introduce young women to aviation The Elsie MacGill Awards Gala every hired by an airline in Canada. Thankfully through free flights provided by donated year recognizes and honors women in there are more female pilots now, but the aircraft and volunteers; “Fly it Forward” aviation and aerospace in Canada. This statistics show that only seven percent of events which can include static aircraft serves to inspire other women to pursue airline pilots are women. There are more displays, industry booths, and interaction opportunities in these industries. They opportunities now for women to pursue with notable female role models. also have programs to provide mentor- careers in aviation. Airlines and smaller Elevate Aviation is dedicated to in- ship to women who are seeking guidance companies are actively hiring. troducing young people and especially in their careers. The problem with women pursuing women to the career opportunities that There are so many opportunities for a career in aviation has nothing to do are available in aviation. They have a women today that I almost wish I could with ability or aptitude. It is related to weeklong program held in cities across start my career over again. Aviation is an the fact that young girls may not have Canada and Elevate Aviation Learn- exciting field to be involved in. It is al- been exposed to aviation and they do not ing Centers where volunteers who are ways changing, there are travel opportu- consider it a career option. Also, the cost involved in aviation introduce young nities and lifestyle benefits that other ca- of training is often prohibitive. Many people to the careers available. They have reers do not provide. I am retired now but young people cannot afford this high cost also set up a Mentorship Program and I loved having the view of the world from without going into debt. They must find provide bursaries for training. 35,000 feet out my office window! financial support from parents or apply The Ninety Nines (International Orga- for scholarships. For those young women nization of Women Pilots) and Women in Capt. Rosella Bjornson was the first female who do pursue a career in a male domi- Aviation International are very involved airline pilot in Canada and remains an active nated field, it can be very intimidating. in promoting women in aviation. They advocate for aviation and women’s participa- Having a mentor can help. provide scholarships for flight training. tion in the industry.

www.canAdianAviator.com 43 untapped resource

Interest is Growing Women Seeing Aviation Opportunities By Kendra Kincade

If you are an aviation enthusiast, ultimately contributing a different point no doubt you have already heard the statis- of view through a different lens. tics that are available proclaiming the skilled Having women in aviation also helps “At Elevate Aviation labour shortage this dynamic industry faces. with their own personal economic secu- According to ICAO, “the industry plans rity. When women are able to support we believe women to support a near doubling of passenger themselves, they are better equipped to and cargo numbers by 2036, demand for make good decisions about their rela- are part of the pilots, engineers, air traffic controllers and tionships, their children, and their own other aviation-related jobs is expected to rise health. Helping women helps the overall sustainability dramatically.” society, which can’t help but spill over to At Elevate Aviation we believe women the industry as we use aviation as a tool solution.” are part of the sustainability solution for to help create this economic security. this increase in demand. Job shortages are At Elevate Aviation, we have spoken to already appearing in aviation, creating thousands of women across Canada about to ensure there are easily identified path- opportunity for women to thrive in these aviation. We have been into schools and ways that lead to securing an aviation career. positions and help on different levels. organizations and we have brought many Bringing this knowledge into more schools Studies have proven that having wom- young women inside the industry to see is one way to ensure that all will have access en and underrepresented groups in the aviation up close and personal, all with the to this information and that aviation is being workplace improves the workplace itself. intent to introduce women to these careers. brought to the forefront of people’s minds. We are traveling further into the future The survey just completed at our learning I am excited about what the future of our of flight through new inventions such as centre in Edmonton, Alberta, showed that industry looks like, with more and more more environmentally friendly aircraft there was only a one percent difference be- women getting involved we can all work engines, more and more conversation tween the number of young women and together to find a future that is more dy- surrounding environmental concerns in young men who expressed interest in these namic, diverse and imaginative than ever. regard to aviation as a whole, unmanned careers after spending a week at our learn- Hcol Kendra Kincade is the honorary aircraft innovation, and electric aircraft, ing centre (76 percent and 77 percent). We colonel of 417 Squadron, founder of Ele- to name a few. We want women to be a are generating interest, pairing people with vate Aviation and a Nav Canada air traffic part of these innovations and inventions, mentors in the industry and now we need controller.

44 canAdian Aviator + march/april 2020 spotlight on women of aviation

Inspiration Becomes Aspiration Role Models Set Example for Future Pilots By Maryse Carmichael

For me, pilot aspiration is some- The trend continues. It is an amaz- thing that is rooted in childhood, by flying time to pursue childhood dreams ing with family members who are pilots, of reaching for the sky, with each new attending air shows, or being exposed female pilot paving the way and inspir- to aviation, dreaming of being that pi- ing the next. I have seen the trend of lot someday. My inspiration came from female pilots increase over the years, watching airshows as a young child, go- however women still represent less than ing flying with my older brother, and five percent of civil aviation pilots. With being a Royal Canadian Air Cadet. The increased air passenger travel and sig- seven years I spent with the Air Cadets, nificant pilot retirements upcoming, we gave me the best possible foundation for know that there is a growing need for pi- “It is an amazing becoming a military pilot as well as be- lots worldwide. I am proud to be part of coming a leader, not only in the military a company that is searching for solutions time to pursue but also in the aviation industry. to fill the growing demand for airline pi- childhood dreams I’m fortunate to live in a country where lots and achieving gender diversity. I have had the opportunity to pursue and The CAE Women in Flight scholarship of reaching for fulfill my dream of flying jets. In turn, it is program encourages women to join the an honour to have been an inspiration to pilot profession by providing scholar- the sky.” others. At the age of 12, Capt. Sarah Dal- ships each year to aspiring female pilots. laire was inspired at an air show in Que- CAE offers more than 20 other scholar- bec City where I flew as the first female ships in various disciplines to women pilot with the Canadian Armed Forces and men interested in a career in aviation Snowbirds. She chose to also join the Air around the world. Cadets, and then after becoming a mili- Encouraging women to pursue the tary pilot in the Royal Canadian Air Force, pilot profession will aid in addressing Sarah’s dream came to realization in 2017 the pilot shortage globally. And if I can when she was chosen as the second fe- nudge anyone to pursue their dreams, male pilot ever to fly with the Snowbirds.. now is the time! The sky is the limit!

www.canAdianAviator.com 45 differently able

The author chats with autistic pilot Tina Gaal at Rockcliffe Flying Club where she flies the club Cessna 150 whenever she can. Differently Able Autistic Pilot Overcomes Stereotypes Story and Photos by Robert S. Grant

On flyable days, Rockcliffe Flying Club members converge on their meticulously manicured premises to enjoy the sublimities of flight. A well-maintained Cessna 150, 152 and several 172s convey them above Canada’s picturesque capital city. One devoted enthusiast trudges from her nearby home as often as possible regardless of seasons. Whenever she can, recreational licenced pilot Tina Gaal signs out a Cessna 150, registered C-FFXT. Her neatly lined logbook shows almost 70 hours. An ambitious freelance artist specializing in illustration, Gaal’s milestone first solo took place on February 2, 2013. Before that triumphant day, the Ottawa-born aviator dealt with years of deep misunderstanding of what specialists recently classified as Autism Spectrum Disorder or ASD. A neurodevelopment condition acknowledged in 1942, it had been sus- pected before the 20th century. Notables such as Albert Einstein, Sir Isaac Newton, and Charles Darwin were a few within the ASD definition. In Gaal’s case, her first diagnosis came as an elementary school child. The tests and paperwork meant nothing to her. “I was straight up told I was autistic and remember trying to explain myself to other kids when I was in grade four or so and being laughed at, so that isn’t a fond memory” she recalled. Gaal went on living, learning and progressing as she always did and continued doing her best in every assignment. In high school, she excelled and art classes inspired a deep interest in drawing. Top marks brought the honour of valedictorian in graduating year and a co-op placement provided good standing for prompt post-secondary employment with Northern Telecommunications (Nortel). “I went into quality control labs dressed head to toe in baby blue smocks for every shift to test modules,” she recalled. “Unfortunately, the well-known technical crash in the early 2000s didn’t end well for me or many of the other employees.”

www.canAdianAviator.com 47 differently able

Fortunately, a 2004-2005 re-diagnosis schools of thought rate symptoms on a allowed Gaal to survive on an Ontario scaled spectrum with extreme cases who Disability Support Program and pursue cannot function without care on one side her passions for art. Although she never to the high functioning level on the other took formal art lessons, Gaal began draw- end. Gaal’s group deals with Asperger’s ing almost from the moment she could Syndrome in which members are general- hold a pencil. With skills developed ly intellectually gifted and as pilots, they throughout a lifetime, her long standing notice details others may miss. Deviant Art website exhibits video game- “People with my spectrum of autism related Sci-Fi and fantasy works. When are simply ‘differently able’. We can’t do time permits, Gaal accepts commissions a lot of things everyone else does but that from preferred clients and volunteers il- doesn’t mean we’re broken or sick,” Gaal lustrations for event flyers at the Rock- explained. “Our brains are wired differ- cliffe Flying Club to help keep her in the ently and we’re usually very good at un- public art front. conventional things.” Before discovering the pleasure of pilot- Gaal also added that some ASDs may ing the Rockcliffe Flying Club’s airplanes, be transfixed by specific life goals, objects Artistic Expression Gaal encountered raised eyebrows and or sounds and find difficulties motivat- discriminative gasps when the word “au- ing themselves beyond specific interests. Since she was able to hold a pencil, Tina Gaal tism” entered a conversation. Some self- Popular media delights in portraying au- has been drawing. More than an outlet for her styled experts in the general population tism’s negativity regardless of where they thoughts it was her preferred method of self believed anyone so afflicted would not fall in spectrum–based views. Broad- expression and it’s now become a way of life. be competent or stable enough to control casters and journalists tend to ignore Through her Deviant Art Web site she sells airplanes. A few, however, understand the outstanding accomplishments of ac- examples of her work that range from wildly that ASD refers to a range of conditions tors Anthony Hopkins, Dan Aykroyd or evocative video game scenes to simple cre- characterized by challenges. No single di- Daryl Hannah and musical entertainer ations made from small painted rocks. Much agnosis describes all symptoms. Courtney Love and artist Andy Warhol Affected children and adults may have and many more who emerged at the top of her work is in illustration and inevitably her difficulty with interactions and exhibit re- of their fields by following their passions. flying habit seeps into that field. He homage to stricted interests or repetitive behaviours. In Gaal’s case, dedication to aviation the beloved Cessna 150 is available on a t-shirt Others have problems making friends has never been difficult to discuss. Her available through https://www.threadless.com/ or navigating friendships. None of this interests bloomed in high school class- discover/s/JetZero/design/cessna-150 means a denied pilot medical. Several rooms equipped with computers and

48 canAdian Aviator + march/april 2020 training manuals. At the best of times, woman holds a commercial pilot license, Ottawa’s pathways never remain clear of and the numbers include others from snow and ice. The journey along slippery various nations. and vehicle-packed streets proved the Astute, Gaal clearly understands that most hazardous part of the recreational job markets remain biased towards ASD, pilot training. Pre-flight inspections at regardless of where sufferers stand on -20˚C, 30 minutes preheating engine cyl- the spectrum. Besides, unlimited neuro- inders, manipulating wing covers, and typical candidates have been flocking pushing airplanes from fuel pumps to out of flight schools into airline cockpits. parking spots taxed her endurance. Autistic aspirants intent on profession- In the air, Gaal moved through the al aviation need to self-advocate and training programs step-by-step, just as convince the public they have no more hundreds of students before her. Like limitations than fellow pilots. Not every most, she found stalls could be unset- autistic person can become a pilot, she tling. To every neophyte, the idea of stop- acknowledged, but not every neurotypi- ping an airplane thousands of feet above cal who strolls into a flight school skips farm fields felt daunting. To her relief, away with a licence either. recreational licence candidates did not “Some people seem to think autistics require fully developed spins. Instruc- can’t do anything on their own and worse, tors, Gaal said, were patient. After a few that they’re not entitled to anything. We’re flights, the one-on-one instructor-student just a very thoughtful bunch and need relationship proved ideal. more time to digest what’s happening “Just getting into the right mindset was around us,” Gaal said. “We think ahead; the hardest with so much to think about— that tends to make us well organized and checklists, procedures, rules and radio good pilots. We need people to be pa- Tina Gaal’s illustrations are featured by the Rockcliffe work—at best, everything came across tient, thoughtful, and to talk to autistics. Flying Club. as overwhelming,” Gaal explained “As a Nobody’s the same so don’t assume and person who finds it not easy to multi-task, that’s the best I can hope for.” simulators. She enjoyed moving a digital I adapted by segmenting everything step- Gaal admits that she occasionally found vehicle in three dimensions and thrilled by-step to make sure I wouldn’t endanger learning to fly stressful, time-consuming, to the process of angling aircraft to inter- property or bystanders or myself.” and exhausting, just as a neuro-typical cept targets. Landing posed a challenge Initial training lessons occurred in a person would from any walk of life. To requiring foresight, as it usually does Cessna 172, but Gaal soon discovered her, the concept of being aloft, whether in even with ‘neuro-typical’ or so-called her 5-ft 2-in stature hindered access to a diminutive Cessna product or a mon- normal people. She relished the thought rudder pedals as well as the ability to see strous multi-passenger Boeing Dream- processes involved in controlling fast- beyond the instrument panel. After con- liner, symbolizes freedom. To this young moving simulated jets and carried over verting to a smaller Cessna 150, the learn- Ottawa woman, freedom stands first as similar techniques each time she brought ing fell into place. “Good chemistry” be- the most important privilege in the world. a 100-hp engine to life. tween her and the two-place side-by-side Recent studies suggest autism should During her Rockcliffe exploration vis- training airplane accelerated progress. not be considered an abnormality and its, instructors told Gaal of Transport Gaals’s home-based Flight Simulator in fact, many professionals still refer to Canada’s requirements to undergo a X Steam Edition program with exten- old labels before a 2013 reclassification medical examination. The doctor visit sive and costly downloaded content en- without acknowledging that autism proved routine; she has never taken hanced realism through accurate physics comes in several variants and share sim- medications and no questions relating to and weather portrayal. The add-on mod- ilar symptoms. As Gaal already knew, her ASD were asked. Healthy enough to ules including standard airplane controls ASD represents a different way for the handle an aircraft and vison standards with trim wheel and flaps enabled reten- human brain to function. Instead of met, Gaal waited for the student permit tion of what instructors drilled in the real treating, researching, and experiment- to arrive. It came quickly and club staff aircraft. ing, resources need to be allocated to encouraged her efforts from the moment When future finances permit and her art those who carry the label and improve she walked up the five steps and settled career continues expanding through sev- their quality of life. into a Red Bird simulator. eral outlets, including a marketing web- Gaal couldn’t wait. She went ahead on For financial reasons, Gaal had to site for clothing and cup logos, Gaal may her own initiative and personal cost to spread the flying lessons in lengthy in- undertake night, tailwheel and instrument utilize her unique skill sets in following a tervals. Winter posed serious difficulties. ratings and perhaps teach ground school at dream. She received her recreational pilot Each morning, meant waking early to the Rockcliffe Flying Club. permit booklet on October 1, 2014. Avia- review lessons and then walking to the She knows no other autism-effected tion has given her freedom, she concluded, club carrying a backpack jammed with pilots; although at least one Canadian as the door closed on trusty C-FFXT.

www.canAdianAviator.com 49 Book Shelf Have a story to publish? Contact Coast Dog Press at [email protected]

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50 canAdian Aviator + march/april 2020 To order: visit aviatorsbookshelf.ca, email [email protected] or call 1.800.656.7598

Ontario Central Airlines

Ontario Central Airlines — the Ke- nora years traces that famous airline’s history. From hum- The Coast Dog Series ble beginning in 1947 when two planes Flights of a Coast Dog—a BC Book Award and West Coast bestseller along with its and the bases at Red Lake and Ke- sequel, Coast Dogs Don’t Lie, and some significant B.C. aviation histories in a re- nora were purchased, it expanded into vised edition of No Numbered Runways, make up the trio of great flying yarns with Northwestern Ontario and Manitoba a BC Coastal flavour. and on to regional carrier status.

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Farm Boy to Amazing Miles to Fly Boy Flights and Millions Flyers The senior captain for Fascinating and in- A collection of true avia- Air Canada showed sightful, this book tion stories that graphi- up for every flight will appeal to those cally demonstrate the even as he built a real who are fascinated almost super-human estate empire worth by the military and endurance and tenac- a billion dollars. Gre- flying as well as ity of aviators in life-or- nier’s ready wit and the many twists and those who are sim- death situations — including mid-winter turns of a penniless 19-year-old commercial ply seeking a first-person account of medical evacuation flights; CASARA pilot’s career built on perseverance and the what life was really like for the men members searching for lost people and willingness to take risks takes readers on an and women who served in the RCAF planes; and the determination of aviation unusual journey, even for the the aviation throughout one of the most pivotal pe- pioneers. All are remarkable stories, and industry. riods of twentieth-century history. most are little-known.

By Bill Grenier By: Col [Ret] G. Brennand By Shirlee Smith Matheson Price: $35.95 (includes shipping) Price: $24.75 (includes shipping) Price: $24.95 (incl. shipping)

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Aviation Crossword Puzzle: Refresh Your Memory 1. Which of the following aircraft is best known by its nickname ‘Connie’? 10 Cessna Models a. Lockheed Constellation.Consolidated B-24. b. Convair F-102. c. Curtiss SB2C. In this month’s puzzle there are names of seven Cessna models (*). 2. This Apollo astronaut had to eject from his crip- Other clues, but not all, are aviation related. Enjoy! pled F9F Panther fighter jet over Korea in 1951. a. Alan Shepard. In this month's puzzle there are names ofb. seNeilven Armstrong. Cessna Models c. John Young. Cessna models (*). Other clues, but not d.all, P eteare Conrad. aviaon related. Enjoy! 3. At 47 years of age, he was the oldest man to set 1 2 3 4 foot on the moon. a. Alan Shepard. 5 6 7 8 b. James Irwin. c. Buzz Aldrin. d. Edgar Mitchell. 9 10 4. This Canadian was the first pilot to fly across the Arctic Circle. 11 a. Sandy MacDonald. b. Weldy Phipps. 12 13 14 c. Punch Dickins. d. Doc Oaks.

15 5. Where did the Silver Dart, the first aircraft to fly in Canada, take its first flight? a. Bridgeport, Connecticut. 16 17 b. Baddeck, Nova Scotia. c. Hammondsport, New York. 18 19 d. Glace Bay, Nova Scotia. 6. De Havilland’s Comet was the world’s first jetliner. 20 21 22 What company designed and flew the second? a. Lockheed. 23 b. McDonnell Douglas. c. Avro Canada. d. Boeing. 24 25 7. It was the first aircraft designed and built in Can- ada with a stressed-skin, all-metal fuselage.

26 a. Fairchild Super 71. b. De Havilland DHC-1 Chipmunk. 8-a

c. Fleet Model 60K Fort 27 28 7-a

d. Avro CF-100 Canuck.

6-c 29 30 31 32 33 8. If you are dead reckoning, you are 5-c

a. Navigating according to wind, airspeed, heading,

groundspeed and estimated time of arrival. 4-c

b. Navigating by use of signals broadcast by radio 3-a

stations or from satellites. 2-b c. Navigating by use of landmarks. 1-a d. Flying into the eye of a thunderstorm.

across 21. Resign. 5. A Dodge?* 1. Rotor blades may be 23. Has a better idea. 7. Humans do it. attached to it. 24. A religious warrior.* 10. It circles above. 6. Main control apparatus in 26. First American flying ace 12. Start- ____. an airplane. of the Second World War. 15. A battle won.* 8. Ante meridiem. 27. Five kills makes one. 16. Catholic VIP.* 9. A satellite.* 29. A musical genre. 17. One who travels daily.* 11. Speechless. 31. An axis. 19. An initial offering. 12. Theme of this puzzle. 22. Paved airport surface. 13. Unexploded ordnance. down 23. A model of 7 across. 14. Malaysia, on the internet. 1. An unruly crowd. 25. FMaker of tablets. 16. Atop a university.* 2. Very fast plane. 28. It sometimes beckons. 18. Your private dancer. 3. Airline or military symbol. 30. CAV__.

20. Used by a gun. 4. A housing. 33. The Wizard of __. historic Aircraft answer key

54 canAdian Aviator + march/april 2020 THE ELSIE MACGILL AWARDS GALA

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20LYC-Engine-FP_CanAv-April.indd 1 1/27/20 1:05 PM