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AVIATEUR EXPRESS # 825 - June 10, 2020 

IN THIS NUMBER :

• A word from the president, Michel Chartier.
• Modification of civil aviation medical examination procedures.
• Provisional modification - maintenance schedule for private aircraft.
• Safety capsule: density altitude.
• Portrait of aviators from Quebec: Claude Giroux.
• Reopening of flight training units.
• Do you know AéroPod? The only French-speaking aviation pocast in Quebec.
• Your virtual library (new publications dated March 26, 2020).
• 2020 photo competition.

Word from the President, Michel Chartier

Within a 5 nautical mile radius of a facility, why can't a municipality include a notice to all new residents that it's here to stay?

There is also this eternal bell-tower chicane that our Quebec government stirs up with taxpayers' money, because aviation is under federal jurisdiction, it tries by legal means to thwart changes to certain airport projects, even to kill in the bud the possible future projects. The Supreme Court of Canada has ruled, but there will always be people in the Quebec government who, for political gain, will spend your money in order to appear loud and clear. Difficult to follow this reasoning, because during the Air Transport Summit held in Lévis in February 2018, the government of the time recognized the importance for Quebec of maintaining and developing our infrastructure by injecting 400 million.

And the icing on the "sundae" arrived on May 4, 2020. Our federal Minister of Transport Marc Garneau, with a ministerial decree, stopped the development of the aerodrome of St-Roch-de L'Achigan. This project was intended to be the replacement site for Mascouche airport. Easy to understand the real reasons why a minority government has to compromise in order to save its shirt. It was the second time that the minister opposed the proposed relocation of Mascouche airport. Unhappy for the promoters who had done all that was necessary and that, according to a new regulation which entered into force in January 2017 and requiring the holding of a public consultation for a project of development of an aerodrome. If there was a man, by his training and his track record, which I personally trusted to protect aviation and its development in Canada, it was this minister. But it was forgetting what politics takes you to do to stay on the job.

Our current goal at Aviateurs.Québec, is to work to rally as many people as possible so that we can grow, make better known and better sell our common passion. Thank you to the members of the Board of Directors (insert link from our web page) who volunteer their time at Aviateurs.Québec to make the influence of our association possible. To you, friends of aviation, student pilots, pilots, instructors, schools, local associations, and airport managers in your respective localities, thank you for supporting us and joining Aviateurs.Québec . With the tools we have, our website, our newsletter, our Facebook and our review, we want to be even better and will do what it takes to give you more content,

My name is Michel Chartier and I started flying in February 1969. My desire at Aviateurs. Quebec, is to do what is necessary and what will be necessary in order to bring to our community, what I have known and experienced at my very beginnings, get to know each other, share our passion, have fun together and most importantly, do it safely .

Modification of civil aviation medical examination procedures

Transport Canada has just published an exemption which will allow holders of a category 1, 2 or 3 medical certificate with a validity period ending between March 17, 2020 and March 31, 2021 to renew their certificate by certificate of fitness or by means of a telemedicine consultation, subject to the conditions specified in a document which you can consult HERE

Provisional modification - maintenance schedule for private aircraft

Transport Canada, COVID requires, has issued temporary modifications affecting the maintenance schedule for private aircraft.

Together with your TEA, you will be able to apply an extension to your maintenance schedule. Details of these modifications can be found in the document HERE.

Aviation safety capsule: density altitude

Die from heat: not necessary!

Ouff! 32 C, 40 felt! That means it will be hot and humid. Do you know the impact of this kind of temperature on the performance of your device? You should !

It is easy to imagine the pilot who flies his Cessna 172 every weekend, normally alone, in typical summer conditions and who decides to take his two brothers-in-law and his sister for a ride; just a quick tour around the airport. If this pilot does not bother to make small calculations, he may be surprised. And it won't be a good surprise!

The performance of your device depends on the airport altitude, temperature and humidity. If these parameters increase, the lift, the rate of climb and the power of your engine will be less. The only thing that increases ... is your stall speed. So in hot, humid weather, you lose out on all counts.

Does density altitude mean anything to you? It is the pressure altitude corrected for temperature. Take for example, a Cessna 172R at Thedford Mines (elevation 1408 feet), a pressure of 29.75 ”Hg and a temperature of 32 ° C, the density altitude will be 3,842 feet. So this plane will behave as if it were 3,842 feet. The take-off distance will be approximately 1,550 feet instead of 1,100 feet if the temperature was 20 ° C and the distance to clear an obstacle of 50 feet will be close to 2,600 feet rather than 2,850 feet. The runway at Thedford Mines is 4,500 and there will be no problem taking off, but in the event of an engine failure, there will not be much left. On a shorter track under the same conditions with a 100-foot obstacle to cross, it could well be that it does not pass.

Take the time to think about how your plane will behave before you push the throttle.

Contribution: Gilles Jean

Video: Flight Chops - You Tube. 

Portrait of aviators from Quebec: Claude Giroux

Pilot, Cirrus standards instructor and passionate about people and technology

After a stimulating career in the television sector as head of technical operations at Radio-Canada, it was in 2013 that Claude Giroux dared to change his career. He evolved in an ultra modern technological production environment and above all surrounded himself with passionate people. He decides to take the plunge into another world of enthusiasts; the world of aviation.

He obtained his private pilot license from ALM Par Avion in 2002. In the summer of 2005, at the invitation of a colleague, he tested the glider at the Champlain Gliding Club near St-Hyacinthe. The club wishing to add a tug pilot, Claude seized the opportunity and validated that the pilot's work could be a possible consequence of his active professional life. Towing gliders to Canada only requires a private pilot license, the work being a voluntary contribution to the Club. Glider towing develops teamwork, precision takeoffs and landings and traffic monitoring! It is demanding but exciting in the environment of this well organized club.

Later, sharing a Piper Archer PA28-180 (C-GTJH) from 2009 to 2015, he took the opportunity to obtain his instrument flight annotation (IFR) at Cargair in Mascouche. With this IFR annotation in hand, more distant destinations are now accessible. He then traveled to the Magdalen Islands, Charlevoix, La Gaspésie, Toronto and even Florida to Key West; another dream come true!

In 2013-2014 he dedicated himself completely to the project of becoming a flight instructor. In November 2013, he obtained a commercial pilot license from ALM by Avion à Mascouche and in June 2014, his qualification as a flight instructor - Avion. It's the start of a new professional adventure!

His approach is focused on the quality of customer service, respect for everyone, security and personalized service. His goal is to share his passion by giving an adapted instruction, centered on the student. He is involved in the operations of the ALM Par Avion school. Leaving nothing to chance, he studies the operating manual for the equipment found in the various aircraft available. Over time, he accepted various responsibilities up to the position of Chief Instructor. His latest contribution was to actively participate in the establishment of the ALM Par Avion satellite base in Beloeil, in anticipation of the anticipated closure of Mascouche airport.

To satisfy his interest in learning and to open up his horizons, he obtained class 2 instructor and a commercial pilot license from the FAA annotated IFR.

For the project to be successful, work is essential but luck is also necessary. At the flight school, a student who had lost his instructor, having noticed Claude's approach, asked him if he agreed to continue his training with him. He accepted with pleasure. The student subsequently purchased a Diamond DA40 G1000 to complete his training for the private pilot license and continue for the IFR annotation. The student also wanted to use his Diamond for various business trips to the USA. A pleasant customer and a modern aircraft equipped with a G1000: what happiness! Claude continues to study the G1000 in order to master it well. The Diamond, although much appreciated by its owner, did not meet all needs. By shopping for a faster device with a larger payload,

Cliff Allen, Cirrus' representative for the northeast of the American continent, was looking for an experienced instructor for Quebec. This is how Claude is offered the opportunity to obtain the CSIP ( Cirrus Standardized Instructor Pilot) certification which is given in Knoxville, Tennessee. He will thus be able to complete the training of this new owner of an SR22 G6, safely and respecting the standards and equipment of Cirrus Aircraft. It is a pleasure to work with passionate pilots in recent aircraft of advanced technology.

CSIP certification is a privilege. Another concrete step in this aviation life project. Four instructors have CSIP certification in Canada, only one in Quebec, and around 400 worldwide. The certification is renewed annually to CSIP instructors who are involved in Cirrus training and who continue to update their knowledge and skills. Claude plans to soon obtain the Platinum CSIP qualification , a recognition granted when the 1000 hours of instruction on Cirrus are reached. He will still have a challenge at Cirrus: the type certification of the Cirrus Vision Jet SF50.

In parallel, Claude worked as an instructor at Lachute Aviation in 2016-2017, teaching instrument flight in the college program and giving flight instruction on the famous Piper Twin Comanche C-GZMV.

But let's go back to the Cirrus experience which continues today and which fills him and his agenda! Other opportunities will be added along the way: In 2018, Claude is added to the list of contractual pilots authorized to fly new aircraft managed by Cirrus Aircraft. With this addition, he is conducting demonstration flights in French in Quebec with pilots interested in buying a new Cirrus.

Later in 2018 he also works and studies to obtain the double certification CSIP - Perspective & Avidyne . It's a lot of knowledge to maintain but it's exciting he will say.

Recurrent training every 6 months is required to maintain skills. They support Cirrus' desire to maintain a high standard of safety with its team and the entire community of general aviation pilots.

In the summer of 2019 Claude joins the team of contractual instructors at the “Cirrus Vision Center” in Knoxville, Tn. He can thus train on demand in French the new owners of Cirrus aircraft who wish to be trained in French as well as the Canadian pilots coming to take possession of their new aircraft.

After his training, it is common for a new owner to ask to be accompanied by the instructor, from Knoxville to his home airport, in order to take advantage of the trip to perfect his knowledge. In fact, at the end of summer 2019, Claude accompanied a proprietary pilot and his local instructor to Springbank near Calgary in Alberta. He continues their training on site in this magnificent mountainous region of western Canada. It was the second time that his Cirrus adventure had taken him to Calgary.

In preparation for the annual conference of Cirrus partners (CX2020), a meeting that takes place every year in January, Claude is honored to be invited to participate in a panel on the safety culture in aviation in different business sectors . The panel is moderated by Mike Goulian, aerobatic champion champion and owner of Goulian Aviation, accompanied by Chuck Cali, training manager at Cirrus Aircraft and April Gafford, founder of JATO Aviation. Claude presents his proactive approach to personal recurrent training as an independent instructor.

At this point it is stimulating to see the progress made in this career reorientation project. It's a perfect marriage for Claude: technology, safety and the pleasure of sharing his passion through education and travel! Pilots who contact him for specific questions stimulate him. For the instructor specializing in IFR who likes to make his clients discover the real conditions in IMC (instrument flight conditions), we start from the principle that learning and maintaining skills is an experience, a state of mind and a way of life. Even more important with advanced technology aircraft.

Her favorite moment of training? When he attends the click in his student who makes good decisions as an active captain and no longer just as a student dependent on his instructor. It is his reward.

You can reach Claude at the following coordinates: 

GirouxIFR@gmail.com 514-887-1875

Interview by Sophie Dufresne

Return to flight after confinement

Cargair flight school in Mirabel, back in operation on June 1, 2020.

Many wonder if I find it too early to return to flight. Given the restrictions still in force, it must be said that the question makes sense. It is too early if we compare the work of the nursing staff, who have been tirelessly at the front since the start of this crisis. But if we look ahead and see the impact that the lack of graduating pilots could have, I think here of fire patrols, AirMedic and company, I understand that it is important that this return takes place.

So today we made a return to the air at our base in Mirabel. How is it to fly after confinement? It is many, many measures. It's like going to the grocery store: you have to be patient because there are deadlines, and you have to submit with good hearts to health protocols.

So, when you arrive, you must respect the entry protocol: if there is someone in front of us in the portico or at the dispatch, we wait outside. You must not arrive more than 15 minutes early and you must leave immediately after. No strolling.

When it's our turn, we come in, with our mask in place. We will have to keep it until our departure. We fill out our daily declaration: the same questions that we have answered dozens of times since the pandemic: are we having symptoms, have we been in contact ... The only question that seems to have disappeared is: have you been abroad in the past 14 days? I think the world is starting to be embarrassed to ask this one.

We take our head temperature. It looks like a gun and every time I want to say: hands down. Surely the stress of the protocol ...

Once we have `` passed '' these 2 steps: we fill in the entry register. (To help locate contacts, just in case). We will then have to sign this register again at the exit. Finally, we proceed quickly to the flight entry, take the documents and the key, take the wipe to disinfect the controls of the plane and presto, we leave without delay.

On the plane, we walk around normally, with a mask. If you have glasses, it will be cloudy We cleaned the controls properly. We can do the pre-flight briefing. Normally this briefing takes place indoors, but it is one of the protocols: no class or classroom. So if the weather is good, it doesn't sell too much and there aren't too many planes circling around, we do it outside. Otherwise, on the plane.

And we fly! First observation in Mirabel: the number of planes parked on 11-29 is sad! How long before our aviation returns to normal?

Otherwise, the rest of our flight is quite similar to "before", if we end up forgetting the mask. Communications are little affected by disposable masks, somewhat by those made of thicker fabrics, but still legible. Fogged glasses are the problem. They are raised to let in the air, without touching the mask. Or we think of bringing an anti-fog goggle or a product to put on the glasses to counter fog.

When you make several flights per day, with very few intervals between the two, as is the case with post-containment instructors, the mask, combined with the altitude seems to cause some symptoms of hypoxia in some instructors. With symptoms: headache, mild dizziness. Particularly flights above 4000 '. There are not 36 solutions: space the flights longer, stay as low as possible at altitude, do not make too many maneuvers which shoot '' G ''. However, these cases have not been seen in students who generally fly less than 2 hours. The instructors adapted their days accordingly.

On the return flight: we debrief on the plane, pick up our stuff, fill in the logs and PTR and presto! we leave. We don't linger inside. Anything that can be manipulated by the dispatcher instead of the student or instructor will be, to limit contact. The common areas (toilets!) Will be cleaned every 15 minutes. At the end of the day, all planes will be thoroughly cleaned with another rigorous protocol to follow.

So flying with health protocols is feasible? Yes. We must take the time, follow the recommendations to the letter and above all remember that we are lucky to be able to go back in the air!

Contribution from Sophie Dufresne, Class 1 instructor at Cargair (CYMX) and Vice-President, Member Services at Aviateurs.Québec

Do you know AéroPod?

The only francophone aviation podcast in Quebec

Your virtual library

Updated March 26, 2020 - New publications of the Aeronautical Information Manual (AIM) and the Nav Canada Aeronautical Information Publication (AIP)

Here are links that will take you to the latest editions of some publications.

Click on the title of the publication to view and download it:

• Transport Canada Aviation Safety Bulletin 4/2019 , 
• Aeronautical information manual, March 26, 2020
• Nav Canada Aeronautical Information Publication (AIP), March 26, 2020
• The Aviator Magazine

2020 photo competition

Congratulations to Jacques Jaillet for the winning photo of the month of May!

Jeannot wins one of the following awards: cap or polo shirt.

The 2020 competition continues!

You can therefore vote for any of your favorite photos throughout 2020. Click on the photo (or photos) of your choice by going HERE

It's time to submit a photo or two for June. Send your photos to photos@aviateurs.quebec before June 30 at 10 p.m.

We are currently accepting photos (related to aviation, read rules) for the May round.

The full contest rules can be viewed HERE

Do you know our FACEBOOK page?

Our Facebook page is intended to be informative on general aviation subjects and in particular on what could be of interest to our members and those who are waiting to become one.

It is also the place where Jean-Pierre Bonin, our loyal collaborator, deposits the photos submitted as part of the Photo Contest.

We invite you to come and visit it and why not register for it.

AVIATORS.QUÉBEC

AVIATEURS.QUÉBEC IS A NON-PROFIT ORGANIZATION WITH THE MISSION OF:

"Bring together and represent Quebec aviators in order to promote general aviation and flight safety, promote accessibility and protect their rights, facilitate exchange between members and provide access to resources help, training and information. "

TO CONTACT US :

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