Original article by Michael Briones posted on Parksville Qualicum Beach News website (Dec 10, 2023)

The Town of Qualicum Beach wants to look at opportunities in establishing a battery charging station for electric planes at the Qualicum Beach Airport.

Council heard a delegation at its regular meeting on Dec. 6, 2023 from representatives from Elibrid Aero, a new aero tech company based in Delta, British Columbia and Sealand Flight, a Flight Training School based in Campbell River. The delegation discussed the advancements and benefits of sustainable electric flight technology.

With major Canadian airlines now investing in electric planes, Qualicum Beach, the delegation indicated, has an opportunity to jump on the bandwagon earlier and add this component to the Qualicum Beach Airport services. As well, they expect Transport Canada to come up with new regulations and guidelines that would allow electric planes to fly in Canada.

Mike Andrews, a pilot and instructor for Sealand, stationed in Campbell River, said they have acquired a fully electric training plane from Italy, a Pipistrel Velis Electro, which is being used to train pilots in European countries.

Andrews indicated the reasons they are looking at electric planes is because it’s environmentally friendly due to its zero emission, ultra-quiet, easy to maintain and cheaper to purchase than comparable traditional airplane.

“Electric aircraft is the way of the future and it’s here now,” said Andrews, who added by spring of 2024, their fully electric aircraft could be soaring the blue skies of Qualicum Beach. They plan to add two more planes to their fleet for training purposes.

“Just like electric cars, none of these aircrafts can get very far without the availability of chargers,” said Andrews, who said there is an opportunity to establish one in Qualicum Beach.

“Sealand Flight and Elibrid Aero, with the support of the town’s airport managers, believe that Qualicum Beach Airport is an ideal airport to embark on this public electric aircraft charger — one of Canada’s first,” Andrews said. “With a central location, it is a gateway to allowing electric aircraft to reach further, and further distances in communities.”

Andrews requested the town explore the process and opportunities to create Canada’s first electric aircraft charging station. He suggested the airport master plan, which the town is currently drafting, include opportunities for future sustainable aviation projects such as solar, electric, hydrogen and vertiport technology.

To achieve this goal, Andrews indicated they are willing to collaborate with the town on this venture as well as with BC Hydro, who would provide the power. Qualicum Beach Airport will need a three-phase electric power for rapid charging of the electric planes.

Coun. Scott Harrison finds the idea appealing as electric aircrafts are geared mostly for short-term flights.

“Because of our location, it’s so central to all these nodes, it really is in our interest to be an early mover on this,” said Harrison.

Mayor Teunis Westbroek is keen on the proposal as well. He has heard a lot from the public during meetings regarding the about the noise and lead in the fuel and this will help address their concerns.

“This is a welcome opportunity for us to consider,” said Westbroek.

Elibird Aero founder, Teara Fraser, who also owns Iskwew Airline that serves Qualicum Beach Airport, said there is a great opportunity to make Qualicum Beach a pioneer in clean air transportation.

She suggested they all work together in identifying funding sources and securing them to advance sustainable aviation.

The town is now planning to apply for a grant to the BC Air Access Program for $35,000 to develop an Airport Master Plan for the Qualicum Beach Airport.

Westbroek said the proposals they just heard from the delegation gives Qualicum Beach Airport a new perspective. He considers it an exciting prospect that should be included in the airport master plan.

“It’s not a pipe dream, it’s based on reality,” he said. “It’s worth going. So for us to prepare a master plan to accommodate having phase-three charging, whatever services we need to do to attract those electric planes I think is a real economic opportunity but also for the environment, to have a much better, cleaner industry.”

Once there, make sure to add these seven winter activities to your Québec City itinerary.

1. Connect with local COPA Flights and board members

Connect with COPA Quebec board members Pierre Drapeau and Jonathan Beauchesne to learn more about aviation in the area.

Pierre is a private pilot with 750 hours of flying experience. Since 2007, he has been a COPA member and owned a Cherokee 140, a Mooney M20E which he has just sold, and a recently acquired Taylorcraft. Pierre also has 37 years of experience as an air traffic controller at Montreal Terminal.

Jonathan has served on the COPA Board of Directors since 2014. He has contributed to the defense of several airfields, including St-Jean-sur-Richelieu, St-Cuthbert, and St-Roch-de-l’Achigan (projected).

For contact information for COPA Flight chapters across Canada, visit copanational.org/copa-flights.

2. Spend a night in a hotel made of ice — Hôtel de Glace (Ice Hotel)

Did you know that Hôtel de Glace is the only ice hotel in North America? This fairytale-like masterpiece is made exclusively out of ice and snow — including the drink glasses — making it a truly unique overnight experience available only in the winter. Even if you can’t stay here overnight, you can still experience the renowned Ice Hotel by taking a day tour.

The themed suites showcase ice sculptures expertly carved into the walls by talented artists. The hotel even has a chapel that has seen numerous couples declare their love for one another over the years! The intricately carved ice sculptures and impressive architecture make Hôtel de Glace a winter experience you’ll never forget.

3. Wander through Vieux-Québec (Old Québec City)

Take a walk-through Vieux-Québec, where cobblestone streets and charming European-like architecture create the perfect setting for a winter walk.

Explore Petit-Champlain, a pedestrian-only street with an array of unique boutiques and stunning architecture. Grab a bite to eat at one of the many pubs then tour the citadelle.

You can even go ice skating and cross-country skiing here! Walking around Vieux-Québec and finding its hidden gems is a can’t-miss experience when visiting Québec City.

4. Immerse yourself in culture

Take a break from the colder temperatures at one of the city’s many museums. Begin your cultural exploration at the Musée de la Civilisation, where the exhibits showcase Québec’s heritage and the evolution of its people, traditions, and innovations.

For art enthusiasts, the Musée National des Beaux-Arts du Québec is where you want to be, with an impressive collection of Québécois and Canadian art spanning centuries. Wander through the galleries, marveling at masterpieces that reflect the region’s artistic mastery.

To learn more about the province’s politics, visit the Assemblée Nationale du Québec. This historic parliamentary building not only offers a glimpse into Québec’s political workings but also boasts incredible architecture.

5. Take part in a dog sledding adventure

Glide your way through the snow on an unforgettable dog sledding adventure with Au Chalet en Bois Rond. Connect with the natural beauty of winter in a way like never before. The enthusiastic sled dogs will weave you through the snow-covered trails on the outskirts of the city, about 45 minutes from downtown.

Not only will you get the heart-pounding excitement of the ride itself, you’ll also get to spend the day hanging out with the dogs who are leading the way. When the ride is done, warm up with some well-deserved hot chocolate.

6. Hit the powder and ski or snowboard at Mont-Saint-Anne

Located just 30 minutes northeast of Québec City, Mont-Sainte-Anne provides the perfect landscape for skiing and snowboarding, whether it’s your first time or your hundredth. With breathtaking views of the Saint Lawrence River and well-groomed trails, you’ll enjoy the scenery as much as you enjoy the slopes.

If you don’t have your own gear, you can easily rent all the equipment needed. Not confident in your skills just yet? Sign up for a lesson and an expert will help you get started.

7. Get your maple fix at a sugar shack

Sneak away from the bustling city and visit a traditional sugar shack, a small wooden house built for making maple syrup. Located just a short drive from the downtown core is Le Relais de Pins, a rustic sugar shack perfect for an authentic experience. The “sugaring season” takes place during March and April, but Le Relais de Pins offers maple syrup experiences year-round.

Enjoy a hearty meal and choose from favourites like French Canadian pea soup, warm maple ham, and meat pie — a maple-inspired meal awaits you. While you warm up from the cold and fill your belly, you’ll also be serenaded by lively folk music!

Québec City in winter is a magical destination with a never-ending list of activities to experience. From the awe-inspiring Hôtel de Glace (Ice Hotel) and many museums to the thrilling adventures of dog sledding and skiing, there’s no shortage of winter indoor and outdoor excitement here. Embrace the season, bundle up, and make the most of your winter getaway in Québec City!

From 2010 to 2023, the number of pilot licences issued to women grew by 79% in the commercial sector and 58% overall.

iWOAW is pleased to share encouraging Canadian pilot population statistics. In 2023, Canadian women grabbed 12 percent of the 6,354 pilot licences issued by Transport Canada, 58 percent more than in 2010.

Over half (52%) of all pilot licences issued in 2023 were recreational in nature. Transport Canada recorded 2,980 new Private pilot licences, the first step to an eventual professional career. 65 percent of these licences went to candidates between 20 and 39 years old.

Eileen Vollick was the first Canadian woman to receive a pilot licence on March 13, 1928, and Rosella Bjornson was the first Canadian female pilot to be hired by an airline in 1973. Last year, Canadian women qualified for 13 percent of the new recreational-type pilot licences, 12.3 percent of the new Commercial pilot licences, and 8.1 percent of the new Airline Transport pilot licences.

The progress in the commercial sector is particularly impressive. The number of women who received a Commercial or Airline pilot licence soar to 334 last year. It was just 197 15 years ago when iWOAW launched the Fly It Forward® Challenge, the world’s first female-specific outreach initiative focused on closing the aviation introduction gender gap. At the time, a boy was more than twice as likely as a girl to be introduced to aviation careers.

As iWOAW prepares to celebrate the 15th anniversary of its Fly It Forward® Challenge that made it possible for nearly 73,000 Canadian girls of all ages to visit various aviation industry facilities and facilitated 22,403 first flight experiences for women and girls, the tangible impact of the initiative is uplifting.

iWOAW is asking aviation enthusiasts and professionals who want to change the face of aviation to double down their efforts during the upcoming Women Of Aviation Worldwide Week, March 4-10, and respond to its 15-for-15 challenge to introduce at least 15 women or girls to aviation’s career opportunities, hands-on, during the Week.

iWOAW annually awards global Fly It Forward® titles and trophies to the most outstanding airport, community, corporation, and event organizers. iWOAW announces the names of the winners at the end of March.

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By: Phil Lightstone, Richmond Hill, ON

Brigadier General Paul Hayes (retired) has had a passion for flight since he joined the Royal Canadian Air Force (RCAF) at age 18 in 1951. Over his flying career, he has accumulated more than 8,000 hours flying military aircraft, helicopters and general aviation aircraft. Holding a commercial Class 1 IFR pilot’s licence, Paul continued to fly a Cessna 182RG up until the last few years, flying about 100 hours per year. Paul is a member of COPA, AOPA, EAA and is a Past Director and Chairman of COPA.

At the end of grade 12, Paul joined the RCAF Auxiliary as a member of 411 Fighter Squadron in Toronto as a summer job, training initially as an Airframe Technician. After graduating high school, he was recruited by the RCAF regular forces and began flight training on the Harvard MK2. Paul grew up in a single parent home, with two younger sisters. Paul recounts, “My father died when I was in high school. He was a heavy smoker and smoked three packs a day, passing away at 48 years old from heart failure, when I was 15 years old. My mom was not totally happy about me joining the Air Force, mostly concerned about the potential hazards of flying.”

In the summer of 1953, Paul graduated his flight training courses, received his wings and was commissioned as a Flying Officer (a war time rank). He transitioned to jets in the fall of 1953, flying Vampires, a dynamic single seat jet fighter. Transitioning from the piston powered Harvard to the Vampire required studying the Vampire flight manual, writing an exam, successfully completing a blindfolded cockpit test, followed by starting the engine and going flying.

Paul enrolled at the University of Toronto (University College) and graduated in 1956 with a B.A. in Geography. He began flying general aviation aircraft in 1954 having been checked out in both a Piper Cub and an Aeronca Champ by Marion Orr (a distinguished WWII WAF pilot) at the Maple Airport. Paul had a number of University of Toronto (UofT) friends who he wanted to take flying, however, civilian passenger flights in military aircraft were frowned upon.

Paul was able to transition his military licence to a civilian licence through visiting Transport Canada with his logbook. He had over 700 hours and was interviewed by a TC inspector and paid an administrative fee of $25, receiving a commercial IFR licence.

While attending UofT, Paul flew out of Canadian Forces Base Downsview, accumulating close to 300 hours annually flying weekends and in the summer. In the summer of 1956, he was checked out in the T33 jet trainer and Sabre jet fighters. After completing his university degree, the regular Air Force recruited him with an operational posting to fly North American F-86 Sabres in Germany.

In the summer of 1957, Paul was posted to 422 RCAF Squadron in Baden Germany, spending 3.5 years. Paul then spent close to three years with the German Air Force (Luftwaffe), 73 Wing, teaching jet fighter tactics in Sabres. The Luftwaffe had purchased 250 Sabres from Canada, all built by Canadair in Montreal. Paul transitioned 50 German pilots onto the Sabre, 15 of whom had been WW2 Luftwaffe fighter pilots.

Paul returned to Canada in the spring of 1964 as a Captain and was assigned to an administrative ground position. During the Cold War, the RCAF maintained an operational readiness status through ensuring that all pilots kept flying. Flying 100 hours per year ensured that he kept all his ratings. Posted to western Canada, Paul flew T33s out of RCAF Station Gimli MB, while rotating through a variety of ground postings. Paul was posted to Gypsumville MB, a new DEW Line radar station located north of Winnipeg. To keep his flight hours up, he would drive to Gimli and fly T33s to various military Air Bases in Canada.

He subsequently rejoined 411 Squadron and later became the Squadron Commanding Officer. In 1980, he was promoted to the rank of Colonel and appointed as the Commander of the Air Reserve Wing in Toronto, which included both 400 and 411 Squadrons, and was assigned the responsibility of converting both Squadrons to tactical helicopters, in support of Army field operations.

Paul was promoted to Brigadier General in 1987 and posted to Winnipeg, the RCAF’s Air Command headquarters. As Commander of the Air Reserve Group, Paul commanded 2,500 people, encompassing 8 flying squadrons, plus other support units. His day-to-day activities included monitoring the performance of NATO, NORAD and army helicopter missions. Paul saw lots of travel, living in Toronto but worked from his HQ in Winnipeg. With operational support units in Germany, Paul frequently travelled to Germany. He was part of the Department of Defense’s Strategic Planning Group, reporting directly to the Commander of the Air Force Lt General Fred Sutherland. Paul continued to fly during his administrative postings with his last six trips in the Air Force in the back seat of CF18s. Paul retired from the Canadian military in 1990 but stayed involved with assignments in a couple of important honourary positions.

In addition to the military aircraft listed in the above table, Paul has about 800 hours in various civilian aircraft.

Paul was active in AeroCan Aviation Specialists, an aeronautical consulting company, which he co-founded in 1983. He worked on a variety of aviation consulting projects encompassing airport design, analysis of operational requirements, consulting with airline manufacturers and mobile telecommunication companies (ensuring that the placement of new cellular towers do not infringe upon airport flight paths).

Paul was an active member and past president of the Buttonville Flying Club, and Director of the Canadian Owners and Pilots Association sharing his experience with both experienced and new pilots, both in the hangar and in the air. During the last decade of his life, Paul maintained his flight skills and proficiency through flying a Cessna 182RG on a regular basis.

]]> https://copanational.org/copa-member-profile-brig-gen-paul-hayes/feed/ 0 https://copanational.org/wings-n-wheels-2024-at-ybl/ https://copanational.org/wings-n-wheels-2024-at-ybl/#respond Thu, 01 Feb 2024 21:52:12 +0000 https://copanational.org/?p=106159 Continue reading →

By: Phil Lightstone, Richmond Hill, ON

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The goals of Alberta Air Tours transcend beyond providing entertaining rides for participants, the tour also aims to share the joy of flight with local communities and emphasize the importance of keeping small regional airports active and thriving.

Captained by Shane C. Getson, co-Captained by Brian Murray, and guided by Eldon Gjesdal as the Flight’s Navigator, this dynamic team has propelled this Alberta COPA Flight into the spotlight with commitment to promoting aviation and fostering community connections.

Another integral part of their mission involves promoting careers in aviation to women and other underrepresented communities. Through a strategic partnership with Elevate Aviation, Alberta Air Tours seeks to inspire and encourage individuals to consider aviation as a viable and exciting career path. Alberta Air Tours also cooperate with COPA Flight 176 – Edmonton, where together they host Discover Aviation events to share the joy of flight with the Edmonton community.

In 2023, Alberta Air Tours conducted three tours, choosing three locations in Alberta for each expedition. The tours commence on a Friday, usually involve a breakfast at the first location, and conclude on a Sunday after visiting each chosen location and interacting with the local communities.

Earlier this year, Chris King, Alberta Air Tours Director, announced the COPA Flight is publishing an events calendar for general aviation events in and around Alberta. This calendar serves as a comprehensive guide for aviation enthusiasts listing fly-ins, tours, get-togethers, and other aviation-related events.

For those interested by activities, events, and achievements of AAT, COPA members can reach out via email at info@albertaairtours.ca or visit their website at https://albertaairtours.ca/.