Captain Ken stumbles

	Soaring up Mt Baker at 600+ fpm
	Hope Sunset off the Diamond Xtreme's wingtip while soaring in the wave.
	Soaring up the bowl of Mt Baker
	Reaching top of 11,000 foot Mt Baker
	VSA clubhouse at Hope with Wave Cap cloud above.

Recent changes in regulatory procedures tripped me up last month and I thought members should be warned. 

Prior to a flight from Victoria to Hope for soaring operations, weather and NOTAMs were checked with Kamloops FSS. At that time I provided flight plan information and entered a discussion with the specialist about the current methodology for having a “canned” flight plan.  

Nowadays, in this litigious society, one can no longer provide this information over the phone, but must fill out documentation, sign same and send it back to the FSS. I am in favour of canned flight plan submissions since they can provide a great deal of useful information that will be beneficial in the event a search is necessary.

At any rate, after a lengthy chat with the specialist, I chose not to file the flight plan and did not open one on take off from Victoria. Unfortunately, I did not make that clear to the specialist and presumed there was no flight plan on record since I had mentioned I wouldn’t bother in the middle of the continuing conversation. Wrong! 

FSS automatically opens flight plans now on a presumed time off. In yesteryear, one needed to specify an assumed time off or open a flight plan by radio. Not anymore.

During the flight to Hope I was in constant contact with Victoria Terminal for radar flight following services (since I was under the belief that a flight plan was not in effect).  Victoria vectored me 60 degrees off course due to other traffic and after a period of time I realized the track was taking me to Mount Baker. This was the perfect opportunity to sample that behemoth’s lift. 

I advised terminal and switched to Seattle centre to advise them of entry into their airspace. After a most satisfactory time, the Diamond Xtreme and I set course for Hope. While sampling the lift there for 20 minutes or so my cell phone gave an almost continuous vibrating massage in my pants pocket so I chose to land and check the messages. Lo and behold, Laurie the airport manager and a young RCMP constable were there to greet me.

At first I thought our overly active security measures folks had an issue with my over border flight, but soon learned a flight plan had been filed and automatically opened making me overdue.

I called the FSS in Kamloops and straightened this out. Transport inspector John Mrazek (a Harvard owner) called to follow up on my automatic transgression. So, be aware, even if you don’t radio an agency to open a flight plan, it will open automatically on your assumed departure time.

During discussions with Mrazek, we talked of recurrency requirements and the most common errors we pilots create. With respect to recurrency training, participants should ensure the course they take is TCA approved – otherwise it isn’t valid and you aren’t either. (By the way, for the many attendees who took the course I put together in Victoria, the course was approved).

As you may have noticed in one of my previous columns, TCA is trying to get out of the recurrency business they created and are looking for fellows and organizations to put these programs together.

In my opinion this will likely occur in the future as TCA divests themselves more and more from the programs they mandated into effect.

Mrazek also pointed out that pilots should be studying their CFS supplements regularly  since there are numerous new mandatory frequencies coming into effect and pilots are increasingly violating these requirements.

For instance, for pilots in the Vancouver Island area, recent changes in Tofino/Nanaimo radar system is tripping up pilots on mandatory frequency use. Nanaimo now monitors Tofino traffic on radar. 

So, if you are planning a flight, even into your local area, be sure to check for changes.

Ken is a director on the COPA Board. He lives in Victoria, B.C. and provides services internationally in advanced training, expert witness, flight test and aircraft sales. He has logged more than 15,000 hours on 375 types of fixed wing and rotary aircraft. Soaring his Diamond Xtreme is what he does for pleasure.