2006_02

Victoria Flying Club

February 2006

Photo Larry Dibnah

Inside

A C172 looks serene in the darkening sky over Birch Point - a reminder of the pleasant days of flying yet to come in 2006.

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Short Final

Letters to the Editor

Bears Air

Looking Back

In My Travels

Income Tax Form

Squawk Ident

For Sale

Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

FEBRUARY 2006 Editor:

Eleanor Eastick PatricianEditor@shaw.ca Advertising inquiries: Bob Mace (250) 361-6996 or bmace@shaw.ca Publisher: Seaside Designs seasidedesigns@shaw.ca (250) 383-7777 Published monthly.

Unsolicited articles welcome.

The deadline for submissions is Wednesday, February 22, 2006.

Board of Directors President Vice President Treasurer Secretary Directors

Sean Steele Bob Mace Eleanor Eastick Steve Ray Doug Marin Colin Dormuth Don Goodeve Lloyd Toope

General Manager Chief Flying Instructor

Gerry Mants Graham Palmer

1852 Canso Road Victoria, BC V8L 5V5

Phone: Fax: Email: Web:

(250) 656-4321 (250) 656-2833 (250) 655-0910 info@flyvfc.com www.flyvfc.com

Opinions expressed are those of the authors alone. No part of this newsletter may be reproduced in any format without the written authorization from the publisher or author.

savvy

advertising solutions f o r YOUR b u s i n e s s .

SEASIDE

d e s i g n s 250.383.7777

seasidedesigns@shaw.ca seasidedesigns.net

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Spring is on the way! Well, it’s still a little wintery or should I say watery here in the Banana Belt, but the days are definitely drawing out. The sun is not setting until after 5 PM, so now it’s light until dinner time.

Clouds, or Things I Learned on the Way to Looking up other Things....

With all the fog and mist we’ve had around here this winter, it’s hard to believe how insubstantial, that is not watery clouds are. If you walk a hundred yards through fog, which is after all, a cloud on the ground, you will come into contact with only a half a cubic inch, not even a decent mouthful of water. Heck, even a nice, big, fluffy, fair weather “cu” only holds about enough water to fill a bathtub!

These summer cumulus clouds are crisp and well-defined because of the sharp boundary between the wet cloud and the dry air outside it. Any water molecule that strays beyond the main body of the cloud is immediately zapped by the dry air outside of it. It is estimated that only about 31/2 % of all the world’s fresh water is floating around above us at any moment – odd that’s all over Victoria!

Hard Landing – NOT! Hey, here’s something else I learned from that wonderful book “A Short History of Nearly Everything”: When you hear that “Whomp!” when you land on the runway, paved or not, that’s actually the sound of two negatively charged fields, the asphalt (or turf) and the landing gear tire, repelling each other. Yeah, they’re not really in contact with each other at all! If the truth be known, even on the hardest landing, you are still floating at an altitude of one angstrom, or a hundred millionth of a centimetre above the runway. If it weren’t for the wonderful world of atoms and their electrical charges, everything would pass through everything else unscathed. Didn’t we all learn in high school that like repels like?

Where are They Now? With this being the year of the 60th anniversary of the Club, it would sure be nice to hear from old grads and members. I hope that we can have a kind of reunion in the summer and all of us get together and catch up on where people are and what they are doing. In the meantime, we have this news to pass on: Janet Hebden is now a First Officer with Air Canada flying a Regional Jet. Janet learned to fly at VFC and returned briefly as a Class I instructor before going to Springbank as CFI. Janet got her ATPL before her 22nd birthday. Congratulations Janet and all the best!

Jon Garnett, another VFC grad and instructor, starts with Cathay Pacific in the fall. He and his long-time girlfriend, Ronnie-Rae plan soon to be married. Way to go, Jon! Best Wishes!

Matt Petch, VFC grad and instructor is flying a corporate aircraft, the Beech Duke, out of Pearson. Matt, like all VFC-ers, came home to pay us a visit last summer. Well done, Matt!

Doug Bonfield, former VFC Instructor, is now with Central Mountain Air flying a Beech 1900.Terrific! cont’d p.4

Letters to the Editor Hi Eleanor,

Eleanor:

I'm finally getting around to reading the Patrician and I'm sure that many people have been able to tell you already that we're looking at Gillies Bay, Texada Island.

Mystery of the Month - Texada (Gillies Bay) CYGB Brian Balfe, B.Comm Investment Advisor RBC Dominion Securities Courtenay/Powell River

Glad to hear the club is turning 60 this year, as is my T-Craft!

Happy Birthday to us.

Murray McComb Eleanor, Thanks for the fantastic work you do on the newsletter and around the club!!! I look forward to reading the Patrician every month as it helps me stay connected even when I am not able to make it out to the club. This mystery of the month is CYGB Gillies Bay on Texada Island; one of my favorite places to visit. I planned to go camping there last year but never made it definitely on this years must do.

Hope you had a merry christmas and all the best in 2006!!

Happy Flying Jeremy Prpich Hi Eleanor I have been enjoying the "Mystery of the Month" for a few newsletters now but I must admit I have not submitted an answer even though I have recognized all the places so far!

Hi Eleanor.

The mystery airport looks like Gillies Bay CYGB to me. Hope you are having a great new year.

Ken Eleanor!

Well done as always! Interesting comparisons of our "second loves" (Airplanes, what else?) and New Year resolutions by Barry Meek. Most of us can see ourselves somewhere in his story. Can't wait for the answer to the mystery location this month...I'm packing a picnic basket and look forward to "Spring Break". Would that be Texada Island by chance?

Hi Eleanor Meanwhile, thanks for producing an entertaining newsletter which I can honestly critique, as one who makes a living from the Net, as nicely designed and well-written.

Cheers Philip Powell

So to start the New Year off right, the January picture is Gillies Bay on Texada Island, CYGB. Happy New year.

Craig Elder Sidney, BC

January Mystery of the Month This Canadian airport is less than an hour's flight from VFC and a great place for a picnic! What's its name?

Many thanks for all the educated guesses and the kind compliments. The answer is, of course, CYGB, Gillies Bay on Texada Island. Now check out the February Mystery Photo and tell me where it is! And remember, I'm always happy to hear from anyone, any time. To all who read The Patrician, don't hesitate to e-mail me your comments.

Ed

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Short Final cont’d from p 2 Alex Meinke has returned to Guernsey, UK for the time being. Alex was the main instructor on the Citabria and a great promoter of it. We miss him and hope for his quick return and maybe permanent residency in Canada. We need you, Alex; please come back asap!

And finally, yet another reminder that VFC grads and instructors, Cameron and Tracy Law, are in the Big League.

Cam flies a 737 for West Jet and Tracy flies an RJ for Jazz. They live in the Okanagan with their two beautiful daughters, Lia and Ella. Fabulous!

I know there are many more VFC grads out there with great flying jobs, and we’d love to hear from them!

And Finally The flying season will soon be upon us, and we really need some one or ones to organize flyouts. I have suggested shorter flyouts, not on long weekends, but on Saturdays or Sundays, to airports on the Vancouver VTA for starters – there are lots of places within an hour’s flight where we can all go for a congenial lunch. So think about where you’d like to go and let’s revive the conviviality of the old flyouts and go somewhere and have a bit of fun. And I now add part of a letter from Phillip Powell, a fairly new arrival in the area: “Anyway, while following the progress of the Flying Club’s flyouts, it occurred (to me) that there were many ex-pilots who’d love to go along as an extra pair of eyes and contributor to fuel costs. Even as back-seat passengers. Which leads me to suggest that you might try connecting with those who live in the area (including, aside from surviving WW2 heroes, former airline captains plus the humble “oh, gee whiz, I once did a spin in the dark” folks like me).”

Well, gosh darn it, when you can have a passenger who can help out with costs, provide company and an extra pair of eyes, is there any reason to sit on the ground and wish you were in the air going somewhere?

Let’s be a club! Let’s do special stuf f for the 60th anniversar y!

February Mystery of the Month Name this popular airport, just over an hour's flight from CYYJ and expect to pay a landing fee there.

Send your educated guess(es) to PatricianEditor@shaw.ca.

L indair Ser vices Ltd Specializing in Cessna, Piper, Beaver float and wheel equipped aircraft.

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AFTER THE C RASH

ince February is usually the depths of the winter doldrums, I thought I'd submit a reminder to pilots who do get out and brave the weather for some flying. It's a reminder to be prepared to survive. Based strictly on my own observations about what to carry and how to use it, the article stresses the importance of being mentally prepared as well.

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I hope it may influence a few to read up on survival and first aid before they depart.

“Police have not yet released the name of a 25 year old woman who died on a remote mountain following the crash of her light plane. The rental aircraft disappeared two weeks ago while the student pilot was on her first solo cross country flight. It was found about 60 miles off her intended course, in rugged terrain.

Authorities speculate the pilot had survived the crash but succumbed to injuries, dehydration and hypothermia about four days later. The emergency locator transmitter was not activated.”

This short news item could appear in any paper, anytime. At this point however, it’s just fiction designed to stir awareness of your survival skills. The information in this article comes from personal observation and experience as a long time pilot and ambulance paramedic. So far, it’s probably been a lot of good luck that’s kept me out of serious trouble. But as they say, “learn from the experience of others. You’ll never live long enough to make all the mistakes yourself.” I try to live by that advice.

The AIP (now called the AIM, or Aeronautical Information Manual) states in effect, that the pilot must carry equipment sufficient for the survival of each person on board, considering the area, the season and anticipated weather. The very basics are a means to start a fire, provide shelter, obtain or purify water, and for visually signalling distress.

In simple terms, a tarp, matches, water bottle and signalling mirror would meet the regulations. But here’s where it would be nice to have McGyvor along.

Innovation and imagination would go a long way toward ensuring the survival of a downed pilot who is equipped with only the basics. In summer, at low elevations it may be fine. However, in winter or in mountainous terrain, things get a bit more complicated. Most pilots carry more than the regulations require. And it seems to me the more experienced the pilot, the more equipment he has on board. The four basics are a good start, but clearly they’re not sufficient for anyone who gets more than a few miles from a major road or settlement.

BEAR’S AIR

by Barry

Meek

I’ll offer a comment on the first aid kit requirements for private aircraft. The CARS 602.60 state what must be in that kit, but only for commercial operators. Aircraft that are privately owned and operated carry whatever the owner is comfortable with. Quite frankly, the list of recommended items for private operators is extremely insufficient, and a waste of space.

You can personalize your kit by first learning something about first aid, then use your imagination to anticipate injuries you’re likely to see following a forced landing or a crash. Plan and pack appropriate items. It need not be a huge, well stocked trauma kit. A small knapsack would work quite well. It’s a good size, and can quickly and easily be removed from a wrecked aircraft. If it’s done right, your fire starter, water purification tablets or filter, a couple of space blankets and a signal mirror will fit too. There you go, both kits in one pack. But don’t forget the survival and first aid books. Preferably, read them before you leave the ground.

There are no rules set in stone for survival. Nor is there a right or wrong procedure for the administration of first aid. You do whatever works given the time and circumstances. I have yet to find a book that stresses principles over techniques. It’s vital that you recognize what you need to accomplish, whether it’s starting a fire, building a shelter or stopping someone’s bleeding.

Then you set about doing it, utilizing your experience, knowledge and common sense. We’re all born with at least a bit of common sense. Knowledge can be found in a book, and hopefully the experience is something you won’t ever obtain.

The last line of our fictitious news item mentions that the ELT was not activated. The student pilot apparently did a good job on her landing, or the device was faulty.

Remember an ELT is installed horizontally in your aircraft, and is activated by a switch that moves along its longitudinal axis. From experience, I know it won’t come alive by dropping it on it’s flat surface. But if you strike one end with the palm of your hand, it doesn’t take much force to set it off. It goes without saying that the ELT should be physically accessed following a crash and switched manually to the ON position. The student probably didn’t know that yet.

You need not be a survival expert or paramedic to do the right things following a forced landing or a crash.

Good flight planning should include planning for what’s not supposed to happen. Think ahead to stay ahead. Be safe this winter.

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LOOKING BACK Al Whalley Looks Back.

The caption for the photos of the Trigull could be; The Trigull...All Canadian aircraft that almost was!” The factory, Trident Aircraft you may recall, was right at the airport here in the old hangar that’s being restored right now I believe! The federal government at the time for one reason or another wouldn’t help them out and the company folded.

The history of the Trident Trigull is a history of government failures... On several occasions the Trigull was almost put into production, when lack of finances stalled the project. Three Trigull protoypes have been built; two flying and one for static tests.

During this 60th anniversary year of VFC, we hope to devote a special page each month in the Patrician to the “days of yore” both at the Club and at our home airport, CYYJ. - Editor

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In My Travels

by Larry Dibnah

Canadair Northstar ontinuing with the Victoria Flying Club’s 60th anniversary theme of aircraft that were first flown and/or produced in 1946, I’ve chosen another of my favourites - the Canadair Northstar.

C

The Canadair DC-4M Northstar was a Canadian development based on the existing Douglas DC-4 transport aircraft design from the US. Canadair replaced the four Pratt & Whitney Twin Wasp radial engines of the DC-4 with four Rolls Royce Merlin 622 V-12 engines of 1,760 hp each.

Retaining the original Douglas aircraft’s elegant lines the Northstar prototype flew on July 15, 1946. The new, reengined design gave the aircraft an additional 35 mph over the DC-4 for a maximum speed of 353 mph. The Northstar’s length was 94’-91/2”, span was 117’-6” and gross weight was 78,000 lbs. Total production reached 71 aircraft.

A Royal Canadian Air Force (RCAF) Northstar and its crew made the first ever non-stop trans-Canada flight on January 15, 1949 when it flew from Vancouver to Halifax in 8 hours and 32 minutes. That’s some 2785 miles at an average speed of 329 mph.

The RCAF was the main recipient acquiring the first 24 Northstars to roll off the production line. These aircraft were not pressurized therefore cabin comfort levels were quite low given their high operating ceilings. From 1950 to 1952 some of the RCAF Northstars were kept busy ferrying personnel and supplies across the Pacific to the Canadian Forces who were involved in the Korean Conflict.

Trans Canada Airlines (TCA) ordered 23 pressurized Northstars from Canadair but had to ‘borrow’ 6 from the RCAF while waiting for delivery of their own aircraft. The aforementioned unpressurized features of RCAF Northstars were not immediately appreciated by passengers and crews of TCA! British Overseas Airways Corporation (BOAC) also purchased a few Northstars. The RCAF Northstars were eventually struck off strength in 1965. Some survivors were flown as research aircraft by the Canadian government.

One of my fondest memories of visiting my Grandparents in Sidney is when they took me plane watching a few times at the old Victoria terminal next to where VFC is currently located. How I would revel at the sight and sounds of the old TCA Dakotas and other aircraft as they taxied up to disembark their passengers. Occasionally, a TCA or RCAF Northstar would roar in from Vancouver or points east. Those Merlin engines created such an awesome sound that It seemed as though you could hear the Northstars approach from as far away as their climb out from YVR. The above photos have been provided courtesy of Gunter Grondstein at Airliners.net.

Information sources: Sixty Years – The RCAF and CF Air Command 1924 to 1984, CANAV Books, 1984 AIRCOM – Canada’s Air Force, Larry Milberry, 1991 World Wide Web

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Would a retired airline pilot lie to you?

Read on...

Thanks to a retired Airline Captain for sending this “paraphrase” of a memorable safety PA from Air Flight Attendants. It is supposedly true. In his own words... “I was flying to San Francisco from Seattle this weekend, and the flight attendant reading the flight safety information had the whole plane looking at each other like “what the heck?”

(Getting Seattle people to look at each other is an accomplishment.) So once we got airborne, I took out my laptop and typed up what she said so I wouldn’t forget. I’ve left out a few parts I’m sure, but this is most of it.”

Before takeoff: “Hello and welcome to Flight 438 to San Francisco. If you’re going to San Francisco, you’re in the right place.

If you’re not going to San Francisco, you’re about to have a really long evening. We’d like to tell you now about some important safety features of this aircraft. The most important safety feature we have aboard this plane is... The Flight Attendants. Please look at one now.

There are 5 exits aboard this plane: 2 at the front, 2 over the wings, and one out the plane’s rear end. If you’re seated in one of the exit rows, please do not store your bags by your feet. That would be a really bad idea. Please take a moment and look around and find the nearest exit. Count the rows of seats between you and the exit. In the event that the need arises to find one, trust me, you’ll be glad you did. We have pretty blinking lights on the floor that will blink in the direction of the exits. White ones along the normal rows and pretty red ones at the exit rows. In the event of a loss of cabin pressure these baggy things will drop down over your head. You stick it over your nose and mouth like the flight attendant is doing now. The bag won’t inflate, but there’s oxygen there, I promise. If you are sitting next to a small child, or someone who is acting like a small child, please do us all a favour and put on your mask first. If you are travelling with two or more children, please take a moment now to decide which one is your favourite. Help that one first, and then work your way down. In the seat

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pocket in front of you is a pamphlet about the safety features of this plane. I usually use it as a fan when I’m having my own personal summer. It makes a very good fan. It also has pretty pictures. Please take it out and play with it now. Please take a moment now to make sure your seat belts are fastened low and tight about your waist. To fasten the belt, insert the metal tab into the buckle. To release, it’s a pulley thing —— not a pushy thing like your car because you’re in an airplane.

HELLO! There is no smoking in the cabin on this flight.

There is also no smoking in the lavatories. If we see smoke coming from the lavatories, we will assume you are on fire and put you out. This is a free service we provide. There are two smoking sections on this flight, one outside each wing exit. We do have a movie in the smoking sections tonight .....Hold on, let me check what it is ... Oh here it is; the movie tonight is.. Gone with the Wind.” In a moment we will be turning off the cabin lights, and it’s going to get really dark, really fast. If you’re afraid of the dark, now would be a good time to reach up and press the yellow button. The yellow button turns on your reading light. Please don’t press the orange button unless you absolutely have to. The orange button is your seat ejection button. We’re glad to have you with us on board this flight. Thank you for choosing Alas Air, and giving us your business and your money. If there’s anything we can do to make you more comfortable, please don’t hesitate to ask. If you all weren’t strapped down you would have given me a standing ovation, wouldn’t you?”

After landing...

“Welcome to the San Francisco International Airport.

Sorry about the bumpy landing. It’s not the captain’s fault. It’s not the co-pilot’s fault. It’s the asphalt. Please remain seated until the plane is parked at the gate. At no time in history has a passenger beaten a plane to the gate. So please don’t even try. Please be careful opening the overhead bins because “shift happens”!

PRIVATE PILOT Groundschool

Classes held Monday and Wednesday, 1900-2200 DATE Feb

Mar

Apr

May

TOPIC

INSTRUCTOR

01

Meterology

Bryon Thompson

06

Meterology

Bryon Thompson

08

Meterology

Bryon Thompson

13

Human Factors

Jason Stewart

15

Flight Operations

James Zacks

20 22

Flight Operations Navigation

James Zacks Jason Stewart

27 01

Navigation Navigation

Jason Stewart Jason Stewart

06

Radio and Electronic Theory

Jason Stewart

08

Review (Tower Tour if available)

Marcel Poland

13

Review (Tower Seminar/Written Seminar) Marcel Poland

15 20 22 29 03 05 10 12 17 19 24 26

Theory of Flight & Licensing Requirements Aerodynamics Airframes & Engines Systems & Flight Instruments Canadian Aviation Regulations Canadian Aviation Regulations Meterology Meterology Meterology Meterology Meterology Human Factors

Jason Ware Steve Mais Steve Mais Jason Ware Jason Ware Bryon Thompson Bryon Thompson Bryon Thompson Bryon Thompson Bryon Thompson Jason Stewart

01 03

Flight Operations Flight Operations

James Zacks James Zacks

08 10 15

Navigation Navigation Navigation

Jason Stewart Jason Stewart Jason Stewart

17

Radio and Electronic Theory

Jason Stewart

24

Review (Tower Tour if available)

Marcel Poland

29

Review (Tower Seminar/Written Seminar) Marcel Poland

Jason Ware

at the

New Members!

Kerrie Martin Bryan McMillan Freya Gielbelhaus Robert Stewart Denise Sweenie Mark Dahl Trevor Mann

Achievements PPL Flight Test Devin Miller Private License Allan Moore Andrew Lee Walter Salmaniw Catalin Albu Fiona Lisboa PPL Written Exam Andrew Lee Mich St. George Jeff Lightheart First Solo Ellen Wood Night Rating David Van Halderen Nick Van Heyst Tina Kotthaus Rec Pilot Permit Alex Salmaniw Class 2 Written Exam Marcel Poland Class II Instructor Jason Ware

Pilot Shop save yourself a bundle!

All Culhanes reduced by 40% 9

Notice of the

Annual General Meeting of the

Victoria Flying Club Please be advised that the Victoria Flying Club Annual General Meeting will be held Friday March 3rd 2006 in the Member’s Lounge.

Wine and Cheese at 6:00 — Meeting at 7:00 The Victoria Flying Club • #101-1852 Canso Road Sidney B.C. V8L 5V5 • 656-2833

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Yeager $13.95 (Autobiography of Chuck Yeager, much enjoyed by Jason) From the Ground Up Workbook (Jason says it's the absolute best way to prepare for the written PPL.)

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If you require a 2005 income tax receipt for your training, fill in the form and return to Dispatch by February 1, 2006.

Your tax receipt will be prepared by February 28th.

VFC 2005 Income Tax Procedure forms are also available at Dispatch.

Victoria Flying Club 2005 Income Tax Procedure Please Note: Canada Customs and Revenue Agency (CCRA) has recently been requiring proof of enrollment in the Commercial Pilot Program before allowing a deduction for the hours under the Private Pilot Licence. A letter from the Club confirming enrollment in the CPL is available to students actively pursuing a CPL (i.e, a Category 1 Medical, enrollment in Commercial Ground school, working towards a Night Rating or actively completing the dual requirements of the CPL). Members are reminded that all deductions taken are the responsibility of the person claiming the deduction on their tax return.

Instructions: Complete all areas of this form. There is no need to complete the form if you reached the maximum hours per course in 2004. Mail/fax/or drop off this form to Joscelyn in Dispatch.

Allowable deductions:

As outlined by Revenue Canada Taxation 875 Heron Road, Ottawa, Ontario K1A 0L8

Licence or Endorsement:

Private Pilot Licence Commercial Pilot Licence Instructor’s Rating Night Rating

Allowable Tuition Fees (Please read carefully): Private Pilot Course Any number of dual flying hours. Solo hours to the extent that dual and solo hours do not exceed a total of forty-five hours. Revenue Canada in 2005 has been requiring proof of enrollment in the Commercial Pilot Licence program prior to allowing a deduction for the PPL. (See above) Commercial Pilot Course Any number of dual flying hours. Solo hours to the extent that dual and solo hours do not exceed a total of sixty-five hours (Commercial Licence).

NO CREDIT MAY BE TAKEN FOR TIME BUILDING OR HOURS IN EXCESS OF THE TRANSPORT CANADA MINIMUMS. Private Pilot Course Only Ground school Jan 1 to December 31, 2005

$250.00

$___________

________hours dual Jan 1 to Dec 31, 2005 ________hours solo Jan 1 to Dec 31, 2005 ________hours dual and solo claimed in 2004 and earlier re private licence ________TOTAL CLAIM in hours (CANNOT EXCEED 45 HOURS)

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Commercial Pilot Course Ground school Jan 1 to December 31, 2005

$495.00

$___________

Ground school Retread

$ 50.00

$___________

________hours dual Jan 1 to Dec 31, 2005 ________hours solo Jan 1 to Dec 31, 2005 ________hours dual and solo claimed in 2004 and earlier ________TOTAL CLAIM in hours (CANNOT EXCEED 65 HOURS)

Other Ratings Rating:______________________ Hours: Dual____________ Solo___________

To Be Completed By The Student I, _________________________ certify that: I intend to work in the occupation of _______________________and that I was enrolled in the course entitled ______________________in order to furnish me with skills in that occupation OR I am qualified as a ___________________________ and that I was enrolled in the course entitled ___________________________ in order to improve my skills in that occupation.

My hours claimed for 2005, when combined with hours claimed in 2004 and earlier does not exceed the maximums outlined of 45 hours for private and 65 hours for commercial course. __________________________ Signature of Student

____________________________ Date

Do you wish your tax form mailed or picked up?______________________________ Tax Forms received by Victoria Flying Club prior to February 1, 2006 will be completed by February 28, 2006.

For Office Use Only Date received ____________________ Course _____________________________ Hours:

________________

Dual $______________

________________

Solo $______________

Ground Briefing:

________________

Dual $______________

Ground school: $______________ Total Hours Claimed: ____________Private _____________

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OIL

Graham Palmer

OIL

VFC/CFI

OIL

il, an engine’s lifeblood, is primarily used to reduce friction between moving parts.

Additionally it absorbs heat and cools internal components as it circulates throughout the engine. Another benefit is that it provides a cushion between metal parts, and forms a seal between the piston and cylinder wall to prevent leakage of gasses from the combustion chamber.

Oil further contributes to the reduction of internal wear of components by picking up foreign particles and carrying them to the filter where they can be removed from the system.

O

Engine oil is graded based on a viscosity rating, or ‘weight rating’, which refers to how thin or thick it is. The viscosity is determined using a technique invented nearly 100 years ago by the Society of Automotive Engineers (SAE). Essentially heated oil is poured through a specifically sized hole drilled through a piece of card; the length of time it takes to flow out of the hole and down the inclined card establishes the viscosity rating. Oil with a low viscosity flows quickly, like water; and oil with a low viscosity flows slowly like honey.

In addition to the viscosity rating, the SAE established a standard normal operating temperature range for oil.

Under these guidelines, oil should maintain its viscosity at temperatures as low as -20°C, up to temperatures as high as 100°C. At temperatures below -20° C, oil should be pre-heated prior to engine starting. Once running though, the outside ambient temperature is irrelevant, as the oil must provide adequate internal protection up to at least 100°C. In cold climates, too high a viscosity can cause metal on metal contact and excessive component wear during engine start-up due to inadequate lubrication. Conversely in high temperature environments, too low a viscosity can lead to oil sheering and loss of film strength at high engine temperatures lending to engine damage.

Typically single viscosity oil grades are used in higher compression aircraft engines that operate at hot temperatures and high RPM for extended periods. For smaller aircraft engines though, single grade engine oils cannot always provide adequate protection during startup in cold temperatures and still provide protection at

Squawk Ident high operating temperatures. In these situations, multigrade, or blended oil can be used with a low viscosity rating for low temperature starts, and higher viscosity for hot engine temperatures. Common multi-grade aviation oil in this application is 20W-50, which provides a viscosity of 20 for cold weather starts, while still providing a viscosity of 50 for hot engine temperatures.

When oil is fresh, it is a translucent amber color, and over time if it is doing its job properly turns black as it suspends dirt, metallic wear materials, and unburned carbon. Aircraft engine oil should be changed every 25 operating hours when not using an oil filter, and every 50 hours when using a filter. Ashless dispersant aviation mineral oil is normally used during engine break-in, and to seat piston rings in new cylinders. Engines run hotter during these times due to increased friction between the cylinder bore and the piston rings, this metal-to-metal contact leads to less heat transfer to the cooling fins, thus resulting in higher cylinder head temperatures. The break-in phase (the engine’s first 10 to 12 operating hours) is simply the dirtiest time for an engine. During break-in, the engine’s oil will be exposed to contaminants and break-in wear metals, as well as excess fuel. A good single or multi-grade ashless dispersant mineral oil will suspend debris that is generated during the break-in phase, thereby preventing it from being deposited inside the engine.

When operating any aircraft, it is important to select an oil grade approved by the manufacturer by consulting the Pilot Operating Handbook. Ensuring adequate oil levels and monitoring consumption is imperative. Oil analysis on a regular basis can provide an operator with information as to the wear rates of the internal components of the engine. Cylinder sleeves, piston rings, and internal components are composed of metals with differing metallurgic properties. By conducting a chemical analysis of an engine’s oil, a determination of engine wear, and engine vitality can be established.

When engine wear reaches a critical level, the decision to remove an engine from service can be made, thereby reducing the possibility of an airborne engine failure.

Just remember… if you treat your engine well, it will continue to ‘reciprocate’ the courtesy!

13

STUDENTS/PILOTS AVIATION EQUIPMENT FOR SALE EXCELLENT CONDITION Air band Transceiver, Nav Com

Headset

Yaesu Aviators Pilot, Model VXA-100 Operating Manual; Headset, Mike cable connectors; 120 volt wall charger Leather Case, LCC-10A with Clip Alkaline Case, FBA-21, hold 6 AA cells

David Clark H10-30 Aviation Flight Bag Norel Enterprises, ample storage, headset, kneeboard, charts etc.

Kneeboards Magellan GPS 2000 Operating Manual 12 v power supply Dash mounting device.

Sigtronics Transcom, Model SPO-20, Two way Mike & Headset intercom.

Jeppesen Tri Fold, newer model Jeppesen, old model, metal contoured shape.

Navigation Material Jeppesen Flight Computer CSG-8A, with manual Felsenthal Combination Circular Navigation Computer, Runway Pattern Computer.

Douglas Combination Protractor& Parallel Rule

Package deal $600.00 Contact Dennis Harley 3573 Sitka Way Cobble Hill, BC E: dgharley@shaw.ca

250-743-0696

Like New

1973 CITABRIA 7ECA Less than 100 hours on ‘major overhaul’ engine, airframe & propeller.

New upholstery.

Email enquiries to rosanneanddon@aol.com for details.

14

The Victoria

Flying Club

is seeking a part-time

DISPATCH ER. We’re looking for an energetic and friendly individual with a keen interest in aviation to join our Dispatch team.

See the world… from our point of VIEW!!

Increase your confidence • Aerobatic Course* • Adventure Rides • Emergency Manoeuvres Training

Discovery Ride

$

Intro

Duties include customer service/reception, updating aircraft logbooks, monitoring maintenance schedules, and booking flights for customers.

The position provides approximately 8 hours a week on weekends

99 95

*Basic course - 10 hrs dual 5 hrs solo Courses customized to help you reach new horizons.

during our winter months and up to 20 hours per week in the summer. We will provide on-the-job training; you do not require a TC Dispatchers License for this position.

VFC

drop in with a resume Mon thru Sat.

Aerobatics

DISPATCHER

Please contact Joscelyn or Gerry at 656-2833 or

Wouldn’t you rather be flying?

• Tax and financial planning • Rapid refunds (electronic filing) • Personal, corporate and estate tax

Owner Evelyn J. Andrews-Greene, CA Sustaining Member of VFC since 1983

386-4466

Call Dispatch at the club for further information

656-2833

#202-31 Bastion Square Victoria BC V8W 1J1

15

For Sale 1979 CESSNA 180K

FOR SALE

1956 CESSNA 172 C-GHNA This aircraft has been owned and maintained by AME’s since 1999.

Engine was overhauled in 2003 and includes ‘0’ time bottom end with new Superior cylinder. assemblies. This plane flies very well and has been very economical to operate, averaging 7.5 USG per hour. $45,000CDN or best offer. Reason for selling is that we are building an RV-7 Airframe Engine, O-300 Prop 1 Radio Transponder Intercom Last annual ELT ELT check Correlation check

TTSN TTSMO TTSO

4365.3 116.3 223.9

King KY197 King 176A Sigtronics II March 12, 2005 Narco 10 May 30, 2005 May 30, 2005

as of July 28,2005 “ “ Nov 2005, 5yr corrosion inspection

CONTACT Hugh Shilling, 250 881 7324 matchbox1@shaw.ca

A

VIEW ITH A W OM RO

…AND AI

RPLA NE ST

OO !

1979 Cessna 180K 2790 EDO Amphibs, rebuilt main gear 2005, 230HP 1270TT 300SMOH, painted 1999, new carb 2005, new Acorn exhaust, wheel gear, bubble windows, 2 radios, IFR, marine radio, GPS. Very clean. $170,000+GST 604-485-6086 Hangared in Powell River, BC. tye30@telus.net

1967 CITABRIA 7ECA 0-235-C1 LYCOMING 115HP 3700TT 1600SMOH 300hrs since major ENGINE WORK RECOVERED IN 1993 ICOM FLIP FLOP NARCO MODE C XPONDER INTERCOM VACUUM PUMP DG SPIN-ON OIL FILTER NEW EXHAUST WOOD SPAR 7.00X6 TIRES ALL A/D’S COMPLETED HANGARED in POWELL RIVER, BC.

$47,000.

Open 8am 4pm daily

in the Victoria Flying Club

Join us for breakfast or lunch…inside & patio seating 101-1852 Canso Rd

LICENSED

250.655.9395

Tel 604-485-6086 Photos available by email tye30@telus.net