September 2005- Take 26 General Aviation aircraft, 26 “Type A” personality pilots, 35 high-intensity guests, eight international and Canadian journalists… and what do you have?
The Canadian International Air Rally!
Catherine Tobenas and Camil Dumont capably led the 4th edition of the rally. My wife Gayle and I were invited to cover this event as a freelance journalist/photographers.
We departed Canton, Ohio (CAK) in ugly VFR beginning this 2,000-plus mile odyssey. Our trip would include seven stops in Eastern Canada, including a tour of the Top Secret NORAD underground facilities at North Bay, Ontario. Our two landings on July 15th set the tone weather-wise for the trip.
Our fuel stop prior to landing in Fredericton, New Brunswick was to be Barre/Montpelier, Vt. Now it would seem reasonable to assume the state capital’s airport would be a bustling, full service operation . . . . not so.
We did the ILS 17 right down to minimums (300 feet AGL) to find a ghost town of an airport set among the beautiful hills and lakes of Vermont. The FBO supplied fuel but there was no sign of any other services; thankfully, I had a cell phone to file our second leg.
Flying above the undercast was beautiful. But once again, as I picked up weather reports, I listened to worsening conditions at Fredericton, New Brunswick. Initially 800 and 10 miles, then at 300 and two miles (ILS minimums were 250/3/4). To further make things interesting we were number five for the approach, as many other participants were also arriving.
We were given direct ROMVA, hold outbound on the localizer at 6,000 feet (field elevation 68 feet). Tried to set up the hold. . . NO ROMVA on the CNX 80 or any of the other two handheld GPSs—and no way to identify.
Advised controller and he coolly said, “No problem,” and vectored us to intersect the localizer about 25 miles out. Careful speed control and superb air traffic control put us at the IF right on target.
The minimums were 250 (AGL); at 250 feet 8 and ¾ inches we broke out and followed those beautiful approach lights to asphalt.
The Canadian Customs program is straight from heaven. Before leaving Vermont we called 1-888-CANPASS, gave them about two minutes worth of information and off we went. On landing we were directed to a free pay phone and called the same number, gave them about one minute worth of information and heard a “Welcome to Canada; you are cleared.” (We received a clearance number to record.)
We then joined the Air Rally participants who had arrived IFR, in a very nice facility on the airport. We learned that 32 aircraft were registered but we would probably have several cancel due to weather. (Twenty-six eventually competed for thousands of dollars in prize money.)
The group included several floatplanes, a diesel powered 182 (more on this later), 172s, glass panel Cirrus, turboprop float Maule, Comanches, etc. Our bus soon hustled us off to The Lord Beaverbrook hotel in downtown Fredericton.
Fredericton could well be any older town in the Midwest… if you disregard the beautiful St. Johns River flowing through downtown. What better start than to be the only couple from Canton to cross “the longest pedestrian footbridge in the world” crossing the St. Johns river; 2000 feet long . . . you could land on it!
We departed Fredericton Saturday the 17th in beautiful weather (the last of it) for Moncton, New Brunswick. In Canada you must file a flight plan for any flight of more than 25 miles from your departure airport. Part of the competition on this leg was a precision/spot landing. Surprisingly, out of all 26 aircraft, the only two twins (both Senecas) entered were the only winners!
In Moncton we were whisked to the beautiful Gulf of St. Lawrence, climbed aboard a party boat and cruised for two hours . . . then off to a great lobster feast. The lobster was served—huge two-pounders—just as all power was lost. Ever tried to eat a two-pound lobster in the dark? No sweat!”
Sunday AM . . . off to Bonaventure, Quebec. We pulled out our sleeping bags, as we were going to sleep in several giant teepees, sleeping from 10 to 25 people per TEEP!
The Air Rally is not a race but an exercise in answering questions that ultimately give you a “treasure hunt”-type flight . . . Identifying the points en route give you your “points” for cash prizes.
On arrival in Bonaventure, a large contingent of the local populace provided the pilots with a “Mini-Lindbergh experience.”
This campground was located beside the beautiful Bonaventure River, where we proceeded to become intimately familiar with six miles of it in a 12-place canoe. (Hated to see the canoe trip end; thankful that it did?)
Monday morning saw the wheels start to come off the great planning . . . The weather was very, very IFR . . . planned a trip to Laromain to spend a day and night in an Innu indian village had to be cancelled. I
FR pilots left for Rivere DuLoup, Quebec for an uneventful overnight and hopeful reunite with VFR pilots on Tuesday. Not to be; weather IFR.
We left for our next planned stop Sherbrooke and, on arrival, enjoyed a tour through yet another beautiful community with a roaring river going right through town. The tourism director, Mr. Deschatecet, orchestrated our every move with utmost charm and professionalism. We were served a “surprise dish” which all tried; on completion we were advised we had eaten seal. (Won’t happen to me again!)
Wednesday morning our IFR and a very few of the VFR group headed north, but not before we started the first of a rash of mechanical problems. A new Cirrus experienced an electrical problem, regulators failed . . . backup systems helped drive the all-glass cockpit but rendered the aircraft VFR. A 182 suffered vacuum pump failure.
The trip to Amos, Quebec was made in improving weather; the precision/spot landing saw the box located “ in front of the numbers” . . . no, thank you!
All-terrain vehicles greeted the participants and each group chose its captain and headed to the woods for hours of pounding adventure. At each stop the $1,500 day’s winner check was awarded . . . happy crews.
As I mentioned, the competition started each day with a set of questions and problems to work out in identifying points of interest along our day’s route; spot landings at three locations added points for the successful.
Thursday dawned ugly, weather wise. This was my “look forward to” day. A visit to North Bay, Ontario and the Top Secret NORAD base was today’s adventure. One problem: 200 & 1 weather at NorthBay!
Several of us completed the trip—full ILS down to 200/1/2 was available and good alternates gave the safety factor needed. As are most IFR flights, 95 percent was in beautiful sunshine above an undercast; vectors to intercept localizer, fly the ILS to break out(about 300 feet) and landing.
After about two hours waiting we gathered our group of 10 that made it (four aircraft) and started the tour. About 10 minutes before starting the tour, I was outside standing in the gray mist staring in the direction where I should see the rest of our group arriving.
As I stood there I suddenly felt like a short, fat Gregory Peck in“12 ‘o Clock High” looking for his group to get home. The NORAD museum was not awe-inspiring. It was obvious no defense funds had been squandered on this 3,000 square foot museum. Sorry, but pitiful is the only word to describe it.
Prior to entry to the underground facility, a briefing was held to give us the rules. A very imposing female officer complete with about 150 pounds of muscle and a large 9 mm pistol delivered our rules of the day: “Remove everything except mandatory clothing—nothing in pockets. No smoking. Stay with the group.” (Several military types led and followed our group forming a walking sandwich with us as the center.)
A huge bus carried us into the cavern, one mile into the ground (horizontal) and 600 feet deep (vertical). To sum it up, it appears to have been barely upgraded in 20 years, but it still operates. The underground facility will be forever closed by year end as all operations are moving above ground.
Seems like today, being underground affords no protection against modern weapons and the cost for the present facility is too great. The facility was an engineering marvel, but a technical disappointment by today’s standards.
Friday, after our regular morning briefing by Camil we were off to Markham (Toronto). Great weather and our group was basically back together. Approach to Buttonville Airport ended with spot/precision landing . . . our Seneca crossed the numbers perfectly; headed for the spot, we squeaked onto the runway barely missing the spot by only about 700 feet!
Markham ended our portion of the tour even though one more stop was yet to come. Tres Riviers was the final stop on Saturday where the individual Rally winners would be announced.
During our trip I had been following the happenings of a very special aircraft. In Moncton (when we could still see) I noticed a Cessna 182 with a cowling that slightly resembled a hammerhead shark. This was the SMA French engine manufacturer’s diesel engine 182 test bed.
This aircraft uses a direct injection, Jet A fuel burning, 230 hp, four-cylinder, four-stroke diesel engine. Part of the STC will include single lever FADEX systems. A 78 inch diameter, three-bladed composite construction prop completes the package.
The plane performed flawlessly, burning about 8 gph at cruise, using no appreciable amount of oil, carrying not one spark plug, no mags, and sipping Jet-A (lower cost fuel) at a consumption level more than 20 percent less than standard 182 engines.The TBO is now 2,000 hours but the manufacturer claims a 3,000-hour TBO is assured.
I have been flying for 40 years and I have seen my share of “pie in the sky” aviation products and plans. If the company is successful in obtaining an STC in Canada and the United States, this deal is looking like a no-brainer. A pair of these beauties on a Seneca make my mouth water. If you want more info, call Denis at Nutech Associates, Dorval Quebec Canada. (514) 636 8809.
As we said our goodbyes to Catherine, Camil and the many friends we made on this adventure, I had to tell them of a serious concern that followed me, especially the airtime in Quebec and New Brunswick.
As any pilot realizes, part of the important safety aspect of flying is “situational awareness.” In other words, you listen to what other pilots and controllers are saying, especially near an airport or in instrument conditions/approaches.
Virtually all our travels in Quebec/ New Brunswick found us listening to 95 percent French on the airwaves. Granted, all my transmissions were answered in good English; but, my situational awareness was practically nil.
Departures from uncontrolled airports (and all but two were uncontrolled) especially created high-stress situations . . . lots of radio chatter from all aircraft . . . all in French! Simply put, I believe I was—at least, sometimes—a hazard to flight in Eastern Canada.
There was one more area of “wonder” which interested me. While this Rally was truly magnificent and international in makeup, the level and quality of journalists and reporters seemed out of whack.
There were eight journalists. Representing the US: Tom Horne, editor at large, AOPA Magazine; and Bill James, Ohio Mortgage Press and Freelance Journalist; from Switzerland, Robert Sirdey and Bernard Pichon; from France, V’eronique Andre’ and Gilles Brochard; from Japan, Kyodo News, Yasunori Fukuda; From Canada, Garth Wallace.
The presence of such a large number of quality journalists is a testament to the drawing power of Catherine and Camil; they are truly fine leaders.
Most of the flying was IFR in or over clouds so much of the beautiful eastern Canada landscapes escaped us. What we did see was beautiful and lightly populated. We experienced oceans, bays, rivers, lakes, hills and flatlands… magnificent!
The Canadian Air Rally was very well run, inclement weather notwithstanding. They will do it again next year. Interested? Call Catherine Tobenas at 1-877 247 7254, or visit AIRRALLY.com.
The cost for nine nights’ lodging, three meals per day, all ground transportation and great entertainment— about $750 US. A bargain in anyone’s book! <
Bill James is a single/multi-engine pilot with an instrument rating and 4,400 hours as PIC. Send questions or comments to editor@www.piperflyer.com.
