Township of Rideau Lakes - Aerodrome

As the copy from the very complete and professional looking Westport website declares, the town is nestled in the heart of the Rideau Lakes. The airport however, operated by the Rideau Lakes Flying Club, is loacated in the Township of Rideau Lakes.

Civic government organization aside, the strip is a worthwhile visit for the more experienced pilot, though not for a quick $100 burger. The COPA page has a fairly good plan view showing the distance from the airport entrance to the town, which front on Upper Rideau Lake just north of the airport.

I was by there the other day with the video camera on board. The wind was strong and gusty, out of the west, so I did a quick low and over of runway 25. I didn't land because it is still early in the season, the grass could be soft and I hadn't called for a condition report. The video shows the approach over the lake and the trees off the end of 07. For those pilots who like to come in low over the threshold and drop it on the numbers, check out the hay bales! Whenever landing at a strip with limited maintenance it is always a good idea to call ahead, and make an inspection pass.



The flying club located at the airport hosts a Breakfast Flyin the last Saturday in May. I never seem to get there because of scheduling conflicts, this year will be no different, but it is on my list of things to fly to. If you have skis, they also host a chili flyin mid February.

So if you are looking for a somewhat different destination, think about Westport/Rideau Lakes. I understand it is equally pleasant if you arrive by car, or boat.

CNW3

Back in July 2005, just after buying into a Piper Cherokee 180 I convinced my wife to fly in to the pancake breakfast put on by the Bancroft Flying Club at the Jack Brown airport. This airport features a number of challenges: the surface is good, but unpaved; at 2200ft it is near the shorter end of the spectrum; trees at both thresholds and rising terrain in all directions require good technique of a pilot flying any of the more modest performing examples of the general aviation fleet. The weather was forecast to be spectacular with the area dominated by high pressure giving clear blue skies and 30°C. Density altitude calculations from the flight manual gave a take off distance to clear a 50 foot obstacle as 2000ft at maximum take off weight. Since we would be at least 450 pounds under maximum for the return trip we would have a nice cushion for any less than perfect aviation on my part. I filed a flight plan and we were off.

The flight up was uneventful until we joined for landing. The active runway was 30 requiring a dog-leg final approach between areas of elevated terrain. There are segments of this approach where the landing airplane is not visible from an airplane on the ground, and radio contact is blocked by the hills. This is not really a problem, but something to be aware of because it makes it more likely to have conflicts between aircraft on approach and those departing. Just such a conflict happened to us. As we descended on base to final an airplane started backtracking the runway to take off. Once we cleared the terrain and the conflict was recognized he quickly offered to clear the runway allowing us to land. However since there is not a lot of room, and it was my first time in, I elected to go around and inspect the runway and the departure path from low altitude. My second approach culminated in a landing. We shutdown, closed the flight plan and enjoyed pancakes, sausage, bacon, juice and coffee.



After breakfast we toured the line looking at other airplanes and talking with other pilots and their passengers. It was interesting watching other airplanes take off. I quickly noticed that the Cessna 150s and 152s would climb to about 100ft and quickly turn north. It wasn't until my own departure that I would understand this strange departure procedure.



It was soon time to leave. I filed a flight plan, inspected the airplane, started up and completed pre -takeoff checks. Now I was faced with the task of getting to the threshold of runway 30 without creating a conflict. As it turned out we only had to wait for one arrival and the circuit was clear.

Short field technique got us off the ground and over the trees with room to spare. It was quickly apparent that a continued climb at best angle was called for to get over the hills immediately west of the airport. I quick glance to the right showed me the comparatively level ground to the north that had attracted the 150 and 152 drivers. But we were up and away and, once above terrain and circuit altitude, turned on route for home, a fine end to a great day.

We didn't get to Bancroft in 2006 but I hope to get back there in 2007. Good food, good company and a bit of an aviation challenge. Who could ask for more.