The Patrician
VICTORIA FLYING CLUB
JANUARY 2010
WWW.FLYVFC.COM
The Patrician Monthly newsletter of the Victoria Flying Club
JANUARY 2010
In this issue:
The Victoria Flying Club est. 1946
3 Your ‘Wings Banquet’ Invitation
“To promote flying and aviation in general, and to teach and train persons in the art and science of flying and navigating and operating all manner of heavier-than-air aircraft.” (Victoria Flying Club Incorporation Bylaws, 1946)
5 Why FR? By: Don Devenney 9 Olympic Airspace Restrictions
Board of Directors President………………………………….….Lloyd Toope Vice President…………………………..Colin Dormuth Treasurer……………………………………….Ellen Wood Secretary……………………………………….Rob Shemilt Directors………………………………………..Sean Steele Colin Williamson Don Devenney Dennis Arnsdorf General Manager………………………….Gerry Mants Chief Flying Instructor……………..Graham Palmer
15 Club Statistics for 2009 Editor/Publisher: Christie Hall thepatrician@shaw.ca Midnight Design and Communication midnightdc@shaw.ca
1852 Canso Road Sidney, BC V8L 5V5
The Patrician accepts unsolicited submissions.
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This publication may be reproduced in whole or in part, only with prior permission of the publisher or author. The opinions expressed are strictly those of the authors.
Phone: 250-656-2833 Fax: 250-655-0910 Email: info@flyvfc.com
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Being on the VFC Board of Directors Victoria Flying Club Board President Lloyd Toope gives us an inside look into the responsibilities and functions of the board, as well as what it takes to become a board member. Watch the February Patrician for information on the upcoming AGM. This is your chance to get involved in the VFC community.
How did I end up on the board of directors?
Directors’ duties are fiduciary, similar in nature to
I joined the Victoria Flying Club In 1999 to get my Private Pilots license. In 2003 I applied for, and was granted, sustaining membership, with voting rights, and attended my first Annual General Meeting (AGM). At the 2004 AGM I listened to our club manager discuss a need for computer network and server upgrades. Board membership included a chartered accountant, HR specialist, radio advertising sales rep, and car dealership owner, but no one with experience in Information Technology. I own and operate an IT consulting business, so I ran and got elected to the board. That’s how most directors got to be on the board, they saw an opportunity to help and ran for election. As a board member I’ve learned a lot about the club, its operations and finances. I am now in my fifth year as a board member and in my first year as club President.
those that the law imposes on those in similar positions of trust, such as agents and trustees. These duties include (1) governing the organization by establishing broad policies and objectives; (2) selecting, appointing, supporting and reviewing the performance of the chief executive; (3) ensuring the availability of adequate financial resources; (4) approving budgets; and (5) accounting to the stakeholders for the organization's performance. Directors must act honestly and bona fide ("in good faith"), and must not enter into any activity which results in a personal interest conflicting, or which may possibly conflict, with the interests of the organization. For a more detailed explanation, see the Wikipedia article http://en.wikipedia.org/wiki/ board_of_directors .
The board members usually meet in the evening
So, just what exactly is a board of directors? Often
of the third Monday of each month, and at the AGM which is held usually in February. Directors are elected at the AGM to a two year term, with four of the eight Director positions up for re-election each year. This overlap of terms provides continuity in board knowledge and experience.
simply referred to as "the board”, it is a group of people elected by the owners of a business entity who are given decision-making authority, voting authority, and specific responsibilities separate and distinct from the authority and responsibilities of owners and managers of the business entity. In general, a board's activities are determined by the powers, duties, and responsibilities delegated to it or conferred on it by an authority outside itself. These matters are typically detailed in the organization's bylaws.
If
you are interested in contributing to the ongoing success of the club by becoming a board member and have been a flying member for at least two years, you first need to apply to the board to become a sustaining member, as only sustaining members have voting privileges and can be a board member. Sustaining members also qualify for a discount of 10% on airplane rentals. Flying members are welcome to attend the AGM as observers.
The
Victoria Flying Club began operations in August 1946, incorporated as a flying club under a government charter. Our club bylaws cover topics such as conditions for membership, club meetings, directors and officers, and financial audits. All board members are volunteers, as club bylaws prohibit board members from being compensated for their services.
I have really enjoyed my term as president, and encourage every sustaining member to consider running for the board. After all, it is your flying club.
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The Victoria Flying Club cordially invites you to The Annual Wings Banquet Saturday, January 30th at the Wardroom (1586 Esquimalt Rd.) Reception: 6:30 Dinner: 7:30 Attire is semi-formal Everyone is welcome to attend and celebrate the achievements of the previous year. Tickets are $25 and must be purchased in advance. 2009 recipients of Recreational Pilot Permit, Private Pilot License, Commercial Pilot License, or Instructor Rating receive one ticket free of charge. Please RSVP to the Victoria Flying Club by January 23rd. Bursaries for flight training will be awarded. Applications available from the VFC office. WWW.FLYVFC.COM 3
Photo Credit: Dunc Malcolm ~ Wings Banquet, January 2009
New Members
Wouldn’t you rather be flying? Tax and financial planning
WELCOME TO THE
Rapid refunds (electronic filing)
VICTORIA FLYING CLUB!
Personal, corporate and estate tax
Michael Bastien Brendan McCormick
OWNER Evelyn J. Andrews-Greene, CA
Greg Hume-Powell
VFC Sustaining Member since 1983
250-386-4466
Aiman Alqwshab Darcy Graham
CHARTERED ACCOUNTANT
#202-31 Bastion Square Victoria BC V8W 1J1
Rob Cowley Yury Rolich
Achievements First Solo Michael Burns Emory Rempel Nico Duyf Raj Persram PPL Written Hirofumi Kamei Justin Munkholm Takaaki Kaneko
PPL Flight Test Claire Matson RPP Flight Test Riley Bennett Todd Thomson CPL Flight Test Henri Kankaanpaa Mark Champ Nikhil Pathare
CPL Written Mark Champ Graeme Wellburn Loren Brajkovic Nick Oakley IFR Flight Test Tomohisa Sudo CONGRATULATIONS!
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Are you looking for a new challenge for 2010? The beginning of a new year is always a great time to reflect on personal goals and ambitions. Flying presents a myriad of ongoing challenges to keep any pilot engaged in the learning process. Don Devenney set a goal for himself last year. He wanted to complete his IFR. I asked him to write about his experience in the hopes that it would inspire others to challenge themselves in the year ahead. Mountain Rating, IFR, Mult-Engine training…. The sky is the limit! What’s YOUR goal? simulator, the Link DID go up and down and bank…er, sort of). The net effect of this became apparent when I started learning to fly. When I started flying lessons, my instructor ended up having to cover up a couple of key instruments for a lesson or two to get me looking outside. Looking outside is nice, but it’s not really necessary – all you need to see is on the panel in front of you. Or so I thought. So the seed was planted…
Fast
By: Don Devenney
Talking with Christie one day and she made mention of the fact that I was one of the few going through an IFR program who wasn’t looking to aviation as a career. She thought their might be a good story in my reasons why, my experiences, etc. I don’t know about a good story, but I have one nonetheless. So here we go….
Hmm…where to begin.
Well, I learned to fly on the prairies and like most that fly on that featureless landscape, I very quickly took up IFR flying. As in I Follow Roads…. I continued flying IFR when I moved to the coast. As in It’s Freakin’ Raining! Okay…now that I’ve got those two almost mandatory “jokes” out of the way, let’s get on with the real story.
forward more than a few years. I’m now in Victoria and have taken up flying after an almost 30 year hiatus. I’m having fun with it – tried aerobatics, did some cross-country trips and eventually gave in to the lure of the instrument panel when I did a VFR OTT rating. I thought that was going to be enough, but all it did was whet my appetite! So when a major milestone in my life approached and I was looking for ways to mark the occasion I started thinking about going “all the way” and getting an instrument rating. However, it’s not an inexpensive exercise so I had to give some thought as to “why an Instrument Rating?” Unlike most IFR students, I’m not considering a career in aviation. (Actually, to be honest, an aviation career isn’t considering me…) So why get an Instrument Rating? I thought about it for a while and came up with the following:
My Dad was a corporate pilot, and on occasion he’d First, it is bound to make me a better pilot. drag us along to the hangar on a Saturday morning when he went in to take care of business. He’d frequently park me in a Link trainer that belonged to one of the companies in the hangar and that became my introduction to flying. Staring at the instruments trying to keep those little wings level and stop the airplane from going up and down. (Unlike our
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And it did, or I like to think it did. My control of the airplane is now much more precise (although Jeff may debate this one…), I’m much more aware of the “environment” surrounding the flight I’m on and – the one factor I hadn’t been aware of but sure notice now – I’m thinking ahead of the airplane.
1” or Multi-engine instrument rating. And with that sorted out, my IFR odyssey began. It started not in the airplane, but in the simulator where instructor Mike Chow took me from simple VOR tracking exercises to ILS approaches, NDB approaches, SIDs and finally the dreaded holds. Along the way I picked up a whole new vocabulary: GUMPS, WxCAAP, (“weather cap”), “turn, time, throttle, tune, talk”, “beacon inbound” and SID to name but a few. It was demanding, sometimes confusing but I enjoyed the challenge and gradually I started to notice a difference in my approach to flying. And, eventually I started chomping at the bitt. I wanted out of the sim – silly, really as it’s much cheaper than the airplane – and into the airplane to do it for real. And finally, that day came. Mike handed me off to Jeff Lightheart and the next phase began.
Second, it gives me some options when I want to go somewhere. Not that I intend to push the weather but I now have a different set of “go / no-go” criteria that may afford me the opportunity to go when I otherwise would have been grounded. I also have an option when Class C airspace is closed or restricted for VFR traffic.
Third, it’s a professional environment to be flying in. There’s a lot more interaction with ATC, there are procedures you need to be able to perform and the flying can definitely be more complicated. The end result? A higher degree of professionalism is expected of those flying in this world (or so it seems to my novice eyes…) and aspiring to a higher level of professionalism in your flying can only be a good thing.
Finally, I like the idea that there’s someone out there
Now I must admit I thought I had a pretty good handle
following me on radar, feeding me updated altimeter settings, weather, traffic, etc…not just around the terminal area but enroute as well. ing as I don’t own a twin nor would I likely ever be able to rent one and I wouldn’t be flying professionally so it didn’t make sense to spend the money on the “Group
on things at this point. My simulator “trips” were good, I understood what we were doing and I was sure it would be a fairly simple transition to doing it in the airplane. I couldn’t have been more wrong. It was a whole new, busy, confusing environment with way too much to do and (or so I thought) not enough time to do it in. It was pretty clear I had a lot still to learn!
Left to Right: Jeff Lightheart, Don Devenney, Mike Chow
…..Continued Page 7
I opted for a “Group 3” or single engine instrument rat-
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then one day in early October, it was time to do it all over again. And while it wasn’t perfect, it must have been good enough because when we got back to the Club the examiner congratulated me…I now had an Instrument Rating!
Continued from page 6….
And so the training progressed.
In many ways it was like learning to fly all over again. I had a new set of procedures to learn, a different set of standards to fly to and many more things to think about. Along the way I attended the ProIFR 3 day seminar to help me prepare for the InRAT exam – it was a great experience and definitely worthwhile. When exam day came I passed without much difficulty.
Where
to from here?
My intention is to file IFR
whenever possible or practical so that I can gain experience in this new environment. I’ve still got a lot to learn….
Winter turned to spring, the weather got better and my trips became more frequent. I was incurring fewer and fewer “penalties” each flight (1 blown altitude = 1 coffee for the instructor), I was getting better at anticipating what was going to happen and preparing accordingly and the procedures were making sense. And then, eventually it was “the day”….flight test time!
I was more than a bit nervous…my last flight test was in 1976! The IFR flight test is quite a process – a thorough ground briefing on the trip you’ve planned followed by some oral questions from the examiner and if you get that far it’s time to go flying. The flying portion requires a “non-precision” approach, a “hold” and a “precision” approach along with three simulated emergencies. So ground briefing out of the way, we went flying. As good as my pre-test flight was, my actual test flight just the opposite. I think I was way too nervous; I started second-guessing myself, let the small things distract me and pretty soon I was making silly mistakes. And that was the end of that. The kicker is that after we’d “called it” I flew home and did absolutely fine. I had been told that this is one of the hardest ratings to get and I now knew why.
I did a few more flights to work on the bits that I’d been having trouble with and that had distracted me on my first test. Having identified my shortcomings Jeff and I could now focus on overcoming them. And
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Mystery Aircraft December’s Mystery The One-Eleven was produced by the British Aircraft Corporation in the 1960s. It followed on from the highly successful Viscount turboprop. Being in competition with the Boeing 727 and DC-9, it was less successful, but did see service in N. America with American Airlines and others in the US and with Quebecair in Canada. Also, an early favourite as a large VIP jet, like this one which being used by the Detroit Redwings.
January Mystery
Tim has uncovered another excellent mysterious aircraft. Think you might know what it is? Solve the mystery and submit your solution to: thepatrician@shaw.ca
Excellent sleuthing by: Scott Brynen Doug Blackie Cal Mjolsness Kevin Stokes Scott Pirie
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Victoria Flying Club Instructor Jeff Lightheart
Here are the requirements for flight operations within
summarizes the changes to local and lower mainland airspace for the upcoming 2010 Olympic games. For complete information, please see: www.navcanada.ca
CYR 185. Also known as Olympic Rings -30NM rings centered on YVR and Olympic village in Whistler. NO student pilots allowed into airspace. Must hold MIN Recreational pilot permit. Read all applicable NOTAMS and review CFS. They contain contact information and will reflect the most current information. Obtain and understand the supplemental VTA airspace BEFORE you go flying. Certain airports will require reservations. Inquire at www.2010airportreservations.ca for details. Filed flight plan filed at least 60 minutes prior to departure time (Flight Itineraries are not acceptable) to include: 1. Detailed information on route of flight. Point to point operation are expected, and no random flying or deviation from flight plan will be accepted. 2. Establish and maintain communication with appropriate controller based on Supplemental VTA. 3. Obtain discrete transponder code from: 1-866-998-2010
Flight training at CYYJ and The Victoria Flying club will continue as normal with a few modifications. Airspace restrictions will be in effect Jan 29, 2010 to Mar 24, 2010.
The complex Olympic Airspace restrictions are hard to condense into a short article. It is vital to understand there are 3 very different types of restricted airspace associated with the Olympics. CYYJ itself is NOT located within the rings but most of the practice area along the Crofton/Chemainus shoreline is within the OLYMPIC RINGS 30NM radius. Cross country flights to the mainland will be affected and extra planning will be required.
OLYMPIC RINGS – circles of 30NM radius centered on Vancouver International Airport and Whistler Athletes village. Area known as CYR 185. Surface to BELOW 18,000’
OLYMPIC CONTROL AREAS- Smaller
areas with much greater restrictions located closer to the venues, and includes the Sea to Sky corridor. AREAS known as CYR 186, CYR 187, CYR 188. Surface to BELOW 18,000’
OLYMPIC
RESTRICTED ZONES-Small areas immediately surrounding venues, athletes villages and CYVR. These areas have the highest security requirement of all. Known as CYR 189, CYR 190, CYR 191, CYR 192, CYR 193, CYR 194 and CYR 195. Surface to BELOW 18,000’
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If
entering airspace from uncontrolled zone while airborne, contact appropriate controller and obtain discrete transponder code BEFORE entering CYR 185.
Check Airport reservation website to ensure airport can handle your arrival and ground services.
To operate within the OLYMPIC CONTROL AREAS further steps must be taken: Flight crew registration, security screening of people and baggage and more. For information and links to all pertinent information please visit WWW.NAVCANADA.CA and use the telephone numbers provided if needed.
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“Without disruption of air traffic, these fearless, forthright, indomitable and courageous individuals did venture into the wild blue yonder in flying machines. Furthermore, these skilful individuals did safely land said flying machines at Victoria International Airport, incurring no significant damage to self or machine, thus completing first solo flights.�
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Monday and Wednesday Evenings Upstairs at the Victoria Flying Club 1900-2200 Date
Topic
Instructor
Jan 04 06 11 13 18 20 25
Flight Operations Navigation Navigation Navigation Radio and Electronic Theory Review (Tower Tour/Written Seminar) Review
Marcel Poland Jeff Lightheart Jeff Lightheart Jeff Lightheart Tristan Nano John MacConnachie Brad Fraser
The next 10 week cycle of PPL Groundschool will start on Wednesday January 27th. Check with the office or in next month’s Patrician for the full schedule.
Sign up for Groundschool at the VFC office. PPL Groundschool Course: $250 PPL Groundschool Kit: $250
Thinking about Commercial Groundschool? Call the Victoria Flying Club office at 250-656-2833 and put your name on the list for Commercial Groundschool starting in the New Year.
CPL Groundschool Course: $495 CPL Groundschool Kit: $200
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Thanks to Chris Peschke, VFC club member, and a member of the Canadian navy, currently posted in Ottawa. Chris sent us this incredible photo, taken aboard the flight deck of USS KITTY HAWK in the summer of 2008. Watch your mailbox in the next week or two Chris, for a package from the VFC Pilot shop! Thanks for the great photo!
Submit your favourite aviation photo to be eligible for the “Photo of the Month” in next month’s Patrician. Email a maximum of one photo per month (taken by you) to thepatrician@shaw.ca. Prizes from the pilot shop will be awarded to monthly winners, and the winning photo of each month will appear in the next issue of The Patrician. Every photo submitted through the year will be entered into a draw for a $100 VFC gift certificate at the end of the year. All photos remain the sole property of the photographer and will not be used without permission. Submit by the 15th of the month: thepatrician@shaw.ca
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Photo of the Month—Honourable Mentions Honourable mentions go to (from top to bottom): Kevin Stokes for his photo taken during spin practice, Loren Brajkovic for an incredible close shot of a 736 off 09 last year, and Martin Pepper for his photo entitled “"Global warming, what global warming - Glacier, what glacier." Thanks to everyone for the great photos. Keep them coming!
Do you remember your very first flight, the moment you first fell in love with flying, or your very first flight? Share your love of flying with other readers in the February edition of The Patrician. Send a quick anecdote or story to : thepatrician@shaw.ca Photos are welcome. Deadline: Jan. 15th, 2010.
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Aircraft - Accommodation - Aviation Books and Gear - Help Wanted - Miscellaneous To meet the deadline for next month’s issue, email your FREE ad by the 15th of each month to: thepatrician@shaw.ca
The Victoria Flying Club is very excited to partner with Thrifty Foods in their successful Smile Card program. Pick up your smile card today at the VFC office, and 5% of your grocery purchases will go towards creating scholarships and awards for VFC members. Thank-you to Thrifty Foods for their support!
Smile Card Total to Date: $8330
It’s been a fantastic year for the Victoria Flying Now… Club. We’ve welcomed many new members, and flown an incredible number of hours. Here’s a few year-end statistics, as of December 20th, 2009.
if my math is right, 10,077.3 total airtime hours is the equivalent of a single aircraft being in the air for 419.9 days.
If a Cessna 152 has a groundspeed of 90 kts, it would travel 906,957 nautical miles in those 10,077.3 airtime hours. A single circumnavigation of the globe around the equator is 21,600 nautical miles. Therefore, in 419.9 days a Cessna 152 could travel around the world 42 times. That is a lot of flying!
New Members Joined: 219 First Solos Flown: 64 Most Senior New Member: born 1925
Happy
New Year everyone! Here’s to another year of great weather, fabulous flying, and safe landings in 2010!
Most Junior New Member: born 2000 Total Combined Airtime of all VFC Aircraft: 10,077.3 Hours
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