November 2005

Victoria Flying Club

November 2005

At the going down of the sun and in the morning We will remember them.

In this, the Year of the Veteran, the Victoria Flying Club extends its gratitude to all veterans.

Inside

Photo by Bill Stewart

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Short Final

Letters to the Editor

Shared Ownership

Squawk Ident

Pilot Shop

Reminiscing

Pages

For Sale

Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

NOVEMBER 2005 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 Thursday, November 24, 2005.

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.

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Well, a word about that Indian Summer we somewhat got. The weather hasn’t been all that bad yet, so I’d say a definite somewhat – there have been quite a few good flying days, but they’re seldom all in a row. The term, Indian Summer is of North American origin and refers to the extended hot, dry days of early fall that are often typical of the Northwest. We are now back on Pacific Standard Time, so remember it’s eight hours different from Zulu Time.

Ah, weather! I’ve heard the TAFs described as horoscopes with numbers. Interestingly enough, meteorology didn’t come into being as a science until the early 1800s, although the word itself had been around since 1626. The father of modern meteorology was an Englishman named Luke Howard, a member of the Linnaean Society as well as the Askesian Society (don’t ask – they were sniffers of nitrous oxide, “laughing gas”, among other more respectable activities).

Howard gave us the names of cloud groups in an elegant system of basic components that could be readily recombined to describe every shape and size of a passing cloud. Years after his death, clouds were divided into ten basic types of which the plumpest and softest was cumulonimbus, number nine. Now we know what “being on cloud nine” means!

RIP Flyouts Looks like the Club flyouts have gone the way of the Dodo bird; 2005 saw minimal interest and marginal weather for all six planned excursions. Let us consider the old-style flyouts a thing

of the past and look for a more viable flying option. I would like to suggest more frequent and shorter flyouts for 2006. It is, after all, the 60th anniversary of the Club and a lively spirit should be to the fore. So, I throw this idea out to the members: how about a flyout every four weeks, held on a Saturday or Sunday, reserving, say, half the aircraft for the purpose, and making the destinations those airports that are on the Vancouver VTA. This provides about a dozen destinations, including some San Juan Island airports. I would further suggest including other US airports as far as KBFI. We would then have quite a number and variety of destinations less than a one hour flight away and could all meet for lunch at the chosen place. It’s the $100+ hamburger, but with two or three people in each plane, the cost would not be overwhelming.

Members’ ideas are welcomed, so let’s get together in 2006 to help celebrate VFC’s birthday.

2005 is the Year of the Veteran November 11th is Remembrance Day, a time for us to think of all those who served in the armed forces in all the wars, and a time to remember our heritage as the Victoria Flying Club.

Were it not for returning pilots of both great wars, veterans who loved flying and wanted others to share in the thrill, VFC might not exist.

We began as the Victoria Aero Club, whose president was Nick Carter, a WW I Flying Ace. Operations were suspended during WW II, but in 1946 a small number of local pilots who had returned home after war service revived the group and the Club began operating as the Victoria Flying Club cont’d p.4

Letters to the Editor Blowing our own horn……

Hi, Eleanor and Ken:

Hi Eleanor,

I'm writing to thank you for that delightful report on Ken and Gillian's beautiful flyout to Tsuniah Lake that appeared in this month's online Pat. Knowing the participants, I felt I was tagging along for the exciting ride in the back seat, as I very much wish I had been.

WE hear nothing but rave reviews of the Pat! Thanks.

Joscelyn Barnard Dispatch Supervisor Victoria Flying Club OOOOOOOOOOOPS! Hi Eleanor Thanks for using my photo on the cover of the October edition of the Patrician. We will see just how observant the readers are, as the aircraft was actually taking off from runway 09, away from the sunset!!! We have already printed a hard copy to send to Anne’s Dad. He will be pleased to see that he is mentioned in the “letters”.

Regards, Bill and Anne 40 lashes with a wet mike sock to the caption writer – me! Tsk, tsk! Well, no one said anything….I hope Anne’s Dad will enjoy the November Patrician.

Ed

It sounds like Ken and Gillian had at least a few moments when they could exercise their real flying skills in addition to the great navigation work and landing on that lovely grass strip.

The journal is filled with interesting pieces and the layout seems very good. As I mentioned in the past, I do wish you would abandon the two-column format that only seems useful for those printing out the pdf file. But that's just a suggestion. It does look great as it is.

Anyway, thanks to both of you for that. It does make me want to get back in the left seat. I'm thinking of taking some refresher lessons in late December when Junko and Asami will be in Japan (and I'll be left with the responsibility of looking after one little doggie).

Martin Davidson (VFC member living in Portland, Oregon) Thanks for your nice letter, Marty. I hope we'll see you back in Victoria soon.

Ed

November Mystery of the Month Now, come on, Everyone! Where is this place?

If you fly out of VFC, or YYJ or are a student, you should recognize this odoriferous landmark.

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

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Short Final cont’d from p 2 out of its permanent home at Patricia Bay. The first flying instructor was WW II veteran Dave Duncan. VFC still has WW II pilots as well as many armed forces personnel as flying members.

Let us remember with honour all veterans.

October Mystery of the Month Okay, everyone; here’s an easy one. What plane is NOT being flown by Eleanor in this photo?

(Hint: look out the cockpit windows.)

Hi Eleanor, I would guess the Martin Mars.

Cal Mjolsness And you are correct, of course. Thanks for your reply.

Also thanks to Ed Moniz for the verbal identificatrion of the Martin Mars. The photo was taken by Larry Dibnah on last year's flyin to the tanker base at Sproat Lake.

Ed

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Shared Ownership of Aircraft t is pretty common for pilots to consider aircraft ownership at some point in time. We find it difficult to justify renting at close to $100 an hour, knowing that when it’s over, there is nothing to show but another entry in our log book, and hopefully some good experience.

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On the other hand, you’ve tallied all the costs involved in owning your plane, and that too exceeds the spare change in your pocket.

Another option is shared ownership, investing with a partner (or partners). Personally, I think it’s a good compromise having personal experience of three similar situations. Here is how we have been operating our present partnership. Although probably not entirely unique, this seems to be a fair and relatively inexpensive way to fly.

There are three of us who own a Cessna 150. The initial investment was split three ways, as was an engine overhaul. We share equally the hangar rental and insurance. Here’s something very important we learned about insuring a shared aircraft. We found that we could buy full coverage, including hull insurance (Gold Wings policy) from Marsh Insurance through COPA for less than each of the three of us purchasing the Silver Wings policy. More coverage for less money when it’s split three ways.

The people at Marsh were helpful

in pointing this out to us.

The maintenance and annuals are paid from a fund we build by charging ourselves an hourly rate.

In this instance, that rate is $10 an hour. Since the 150 seems pretty consistent at burning $22 an hour for fuel, that puts the hourly cost at $32.

Naturally that is not the full cost of ownership. The hangar and insurance must be factored into that rate. In our case, if each pilot flies 60 hours a year, the hourly rate is about $52, or about half what we would pay on the rental market.

There is always the chance the annual maintenance costs could exceed $1800 that builds up in the fund when all partners fly 60 hours in the year. If it does, we will contribute equally to the overrun, and consider raising the rate we charge ourselves.

As for sharing the time on the airplane, any arrangement that works for your group is fine. We divide each month into three, designating a period of 10 days for each partner. We’re flexible on that too, offering our unused time to the other fellows. We can request certain times of the month, and work around each other’s schedules. Knowing we have our time written on a calendar though, we can at least plan an extended trip once a month.

This type of partnership can work, not just with airplanes, but

BEAR’S AIR

by Barry

Meek

with other toys like boats, motorhomes, even lawn and garden equipment. Basically, it’s ownership where each individual takes responsibility for his particular share or time he uses the item. It’s fair for the partner who may not make use of whatever the item is. I have seen this system work successfully with a group owning a wilderness cabin. They split the capital cost equally, then charge themselves a daily rate for the time they use it.

For instance, a member who takes 3 friends to the cabin would pay his rate of $10 per person, per day.

That would total $40 per day, $280 per week, which goes into the fund for maintenance and taxes.

If a member has no time in a given year to get out there, he has no obligation to pay into that fund.

I have discussed partnerships with pilots who simply divide their annual costs equally between the partners. However it doesn’t seem fair that the person who flies only 20 hours annually pays the same as the one who has 60 or 100 hours in the log book at the end of the year.

It’s a “user pay” system, but can easily beat the cost of renting, and give the owners more flexibility in when and where they fly.

Barry Meek Commercial Pilot Kamloops bcflyer@propilots.net

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Dancing with Ducks

by Al Whalley

It was a beautiful clear and sunny morning on August 25th 2005 when I lifted off 09 at about 0830 to do a few circuits in November Whiskey. Not a commuter nor Westjet in sight and the winds were calm! How lucky could I get.

As I made the turn onto final everything was going just great and I could see a “greaser” coming up for certain! Then, about 200 ft on short final a flock of ducks...about 15 or 20 of them decided to pop up and join me! Whoops! No thanks guys ...you go dance with your buddies some place else. I only had to move over just a little off centre to avoid them, but it was an impressive sight to say the least!

Well...I figured the party was over now that I had scared the heck out of them...I didn’t think I would be seeing them again any time soon.

How wrong I was! I had given the tower a “heads up” though just in case they decided to hang around and continued around for another T&G. The tower called that they were sending a truck out!

my windshield!! Had I flared a couple of seconds later, I’m sure I would have had company for the landing!

Okay! I had to be home within the hour anyway, I decided that I didn’t want to play anymore .. so...I’m out of here! Tower advised they were still having a problem locating them. Talk about “smart” ducks! I couldn’t see any of them either as I made my final approach but just before my wheels touched, there were two them just about to hug my right wing tip. They must have moved farther up along the runway.

Well...the landing was far from a “greaser” but none of the ducks lost its feathers and November Whiskey told me the next time I decided to go “dancing with ducks” to leave her at home!

Meanwhile, the truck crew had sent them on their way and from the club a short time later, I saw a commuter approaching and the flock moving away to the northwest and well clear!

Who has more fun than pilots?

On final again - none of them in sight - told the tower, “the ducks have gone”.....then just before I flared two of them passed right across in front of

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In My Travels

by Larry Dibnah he photo shows a two-seat Fairchild PT-23 trainer from the 1940s. This particular example is a restored, flying aircraft which I photographed at the Comox Airshow in 1990. It carries the markings of the US Army Air Corps.

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The PT-23 is basically a PT-19 which had the sixcylinder inline Ranger engine replaced with a 220 h.p.

Continental R-670-11 radial engine. It also has an enclosed, glazed canopy. Total production of the PT-23 reached 869 with some of them constructed by Fleet Aircraft of Canada.

Further development of the Fairchild airframe resulted in the PT-26 Cornell of which 670 were delivered to the Royal Canadian Air Force. The Cornell was powered by the original 200 h.p. Ranger engine used in the PT-19 and quickly became popular with students and instructors in the Commonwealth Air Training Command throughout Canada.

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Graham Palmer VFC/CFI

Squawk Ident ver the years, you’ve probably heard the term Point of No Return. This is the maximum distance you could fly outbound from an airport, and still return safely based on heading, wind, true airspeed, fuel consumption, and fuel quantity. Beyond the Point of No Return, you are committed and must proceed to your destination. When flying over vast oceans, deserts, jungles, or the Arctic calculating the point of no return is a must.

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The Point of No Return, or Radius of Action as it is sometimes called, isn’t exactly as simple to calculate, as you would think. Simply dividing your range or endurance in half, and flying outbound for half that time or distance can get you into trouble. For example, imagine your aircraft holds sufficient fuel for 4 hours (30 minute reserve not included), or 400 nautical miles. You can’t simply say you could fly outbound for two hours or 200 NM prior to returning. What about wind, how would that effect this determination? Would a headwind outbound be cancelled out by a tailwind inbound?

What about the other way around?

The only sure way to calculate your Radius of Action is to use the following formula: ROA = F x [(O x H) ∏ (O + H)] F = Fuel in hours O = Groundspeed outbound H = Groundspeed inbound For example, if your aircraft has a fuel capacity of 4 hours at cruise, and you determine your outbound groundspeed to be 120 knots, and your inbound groundspeed to be 90 knots. What is your radius of action?

ROA = 4 x [(120 x 90) ∏ (120 + 90)] ROA = 4 x [10800 ∏ 210] ROA = 205.7 NM

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Your time outbound to the Point of No Return is simply calculated by dividing your ROA by your groundspeed.

Time Outbound = 205.7 ∏ 120 Time Outbound = 1.7 hours (1:42) Now let’s examine another scenario: 4 hour fuel capacity, 110 knots outbound, 120 knots inbound.

ROA = 229.6 NM Time Outbound = 2:05 Additionally, keep in mind that when calculating your ROA, and Time Outbound, that you do not include your legal fuel reserve. In our calculations above, it is assumed that fuel capacity is 4:30, or 4 hours fuel less reserve. It is mandatory by law that you land with 30 minutes fuel reserve in your tanks while flying day VFR, 45 minutes night VFR, and 45 minutes IFR. When flying a multi engine airplane, one may consider calculating the ‘Critical Point’ too. This calculation is based on a reduced single engine cruise speed and is the point at which a pilot would base his decision in an emergency situation on returning to the aerodrome of departure, or continuing to destination.

While it may not always be a requirement to calculate your ROA when flying in Southwestern British Columbia, I highly recommend calculating one from time to time to better understand your fuel management.

FLIGHT

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Nov 4

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Nov 19

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Navigation

Jason Stewart

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Navigation

Jason Stewart

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Radio and Electronic Theory

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Review (Tower Tour if available)

Marcel Poland

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Reminiscing

by Glenn C. Matthews Standing on the rocky shoreline in Victoria’s inner harbour, I watched with fascination the slow approach across the water of an odd looking aeroplane. It was composed of a small boat-like hull sprouting two wings which were supported by struts and wires. In between the upper and lower wing was an engine that spluttered and popped as the marvelous contraption gently made contact with the shore. Then out stepped a God-like creature, clad in heavy coveralls and wearing a helmet and goggles.

When I say God-like I mean no disrespect because to me this person, this man who could fly, was other than a mere mortal; in my eyes he was more than human and I stood in awe as he casually approached up the bank carrying a small canvas sack. He paused long enough to nod and murmur a quiet, “Hello, it’s a nice day,” before joining a group of well dressed men.

Since I was only five years old, Boeing B1 Flying Boat - photo credit Boeing my social skills were sadly lacking and I could only mumble in the presence of this real aviator! Up until then I had only heard of such beings, those who actually left the ground in flying machines. Although I didn’t know it that day so long ago, it was the beginning of my obsession with aviation.

Eddie Hubbard from Jim Brown‘s book

It was many, many years later that I learned about that soft spoken pilot and his fascinating flying boat. Through the magic of the internet, my wife Kate tracked down Jim Brown, the author of ‘Hubbard, The Forgotten Boeing Aviator.’

Jim was kind enough to pop over from Pender Island and leave a signed copy of his book. There on the cover was a picture of the old flying boat and, lo, another picture featuring Eddie Hubbard, the pilot who held me in such awe

when I was a child.

It’s interesting that the passing years can sometimes raise questions regarding one’s memory. Did I really remember seeing some lettering on the front of that aeroplane? Even at my tender age back then I had a vague impression that a mail delivery was involved but I was never quite sure until I received Jim’s book and saw the cover picture. There on the bow of the Boeing B1 flying boat were the words US MAIL. Looking back over time I realize that the chance encounter with Eddie Hubbard was the first of many meetings with airmen and airwomen who possessed varying degrees of fame. Just recently I finished reading a dog-eared copy of Ernest K. Gann’s biography “A Hostage to Fortune.” And I treasured the memory of Ernie standing Ernest K. Gann beside his Bucker Jungman while I humbly commented on his beautiful airplane and how delighted I was to meet him. Even though he’d heard it all before he was still gracious enough to accept my fumbling attempts to tell him how much I admired his writing. Since he was anxious to be on his way to his home airstrip at Friday Harbour I stepped back to watch as he climbed into the open cockpit, pulled on helmet and goggles and nodded to a fellow waiting at the Jungman’s nose. “Switches off?” was the query. “Yep,” said Gann. After pulling the prop through a couple of times the fellow said, “Contact!” and much to everyone’s surprise, Ernie barked, “Achtung!” There were some amused glances as we realized that here was a man who was not bound by convention.

Ernest K. Gann had experienced a number of different careers, some of them living very close to the edge and if he wanted to inject a Dave Rahm bit of swashbuckling into the firing up of his historic old biplane then so be it! It was at the end of another Abbotsford Airshow and as I watched Ernie take off I didn’t realize that much later, after putting down his book, I would kick myself for not story cont’d p.12

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cont’d from p.11 ‘Reminiscing’

A couple of years after admiring Ernie’s Jungman I was talking with another of Abbotsford’s favorite aerobatic pilots while standing beside an almost identical Bucker Jungman. The location was Vancouver, Washington, the event was a fly-in of antique aircraft and the pilot in this case was Dave Rahm, a frequent aerobatic performer at Abbotsford. I’d been invited to this gathering by the group of antiquers from Lacy, Washington who were among the star performers during the early years at Abbotsford. Mark Hoskins was the head honcho of this bunch and also the source of income for the many restoration projects that issued forth from Mark’s hangars. During his phone invitation Mark had asked me which airplanes I would like to go flying in and I promptly answered with my favorite, the Fleet biplane.

When I arrived at the field, clutching my helmet and goggles, Mark said “I’ve got three Fleets lined up for you to fly!” Three! I’d been let loose in the candy store! Of course, the owners of these precious antiques were going to be present in the other cockpit to make sure I wasn’t going to bend their babies but that was okay.

After a glorious couple of hours of stick handling three different Fleets I was more than happy to relax and enjoy the activities. It was then that Dave Rahm casually said, “Glenn, you haven’t been up in my Jungman, right?”

And I concurred, with a sudden rush of adrenalin. “Well, let’s fix that!” says he with a grin. Into the front cockpit I clamber and then Dave proceeds to strap me in like I’ve never been strapped in before. “We’ve got to make sure these straps are tight, Glenn, cause we’re gonna do the whole routine up there!” And did we ever! Snap rolls, Cuban eights, knife edge, even what was suspiciously like a Lomcevac. After tearing up most of the sky over Washington, Dave turned the stick over to me and I realized why so many pilots have a love affair with this World War Two German trainer. Light as a feather on the controls. No effort whatsoever to perform any maneuver.

It made me feel like a real pro.

During the 1974 Abbotsford Airshow, Dave made a connection with our special guest, King Hussein of Jordan. The King did not stand on ceremony while enjoying the show. No fancy uniform or suit coat for this avid pilot. Rolled up shirt sleeves were his choice. What a privilege to meet such an unassuming dignitary! After watching Dave’s performance the King asked him to come to Jordan and form The Royal Jordanian Falcons aerobatic team.

Dave did put a team together but sadly, while practicing in a Pitts Special, he spun into the sand in Jordan.

Eddie Hubbard, Ernest K. Gann, Dave Rahm, King Hussein.

They’re all gone King Hussein of Jordan now and the photographs from my files that I required in my capacity as Art Director while designing the annual Abbotsford Airshow programs are the only tangible evidence of having met them. But as I write, all four of these outstanding gentlemen live on in my memories. And, thanks to author Jim Brown, I have the book that tells the story of Eddie Hubbard, the first aviator I ever met.

As to other fascinating airmen I’ve had the privilege to know and fly with, we’ll talk about them another day.

Fini.

Glenn’s obsession with aircraft started at age five in Victoria’s Inner Harbour when he saw a Boeing flying boat delivering mail from Seattle. After that, he built model aircraft, took his first flight at age 15, apprenticed as an aircraft mechanic at CYVR for various companies then joined the RCAF in WW II although not as a pilot. That came later in a busy and varied career which saw him return to the west coast as a commercial artist. Glenn was instrumental in getting the Abbotsford Airshow started and was an announcer for 25 years. He’s an honorary Blue Angel, artist, teacher, Commercial pilot, but best of all, he says, he’s now married to Kate Beckett, the luckiest thing that ever happened to him!

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Glenn Matthews

pursuing further visits with this incredible writer.

P A G E S

by Eleanor Eastick

Spare Time Reading

Ditching Principles

by Bryan Webster If you fly light aircraft on wheels, floats or skis, Ditching Principles by Bryan Webster, aka Bry the Dunker Guy is one book you should read and own. It may well save your life. Subtitled Survival Guide to Ditching an Aircraft, this slender volume of 70 pages tells us what was not covered by From the Ground Up or the Flight Training Manual. Both these venerable texts deal very well with forced landings and what to do afterwards, but only if the inadvertent landing is on LAND. In this part of the country there is a lot more water than dry land and certainly at CYYJ even doing circuits involves flying over water.

What would you do if you had an engine failure over water? In ground school, we learn the regulations about PFDs and gliding distance and are told to pancake the

plane down between swells etc. etc. And that’s where the information stops, leaving one with the impression that all there is to do is open the door and float away in a life jacket, having calmly made a Mayday call.

What they don’t tell you is that in nearly all cases, the aircraft will be upside down and you won’t be able to open the door against the outside water pressure. Disoriented and panicking, most occupants of a submerged aircraft wrench door handles the wrong way, even tearing them off, making survival less likely. Too many lives are lost because pilots and passengers simply do not know what to do after a forced water landing.

Bryan, with more than 10,000 hours and 25 years of experience, much of it bush flying, has put his first-hand knowledge and just plain old common sense into Ditching Principles. The book is written by a personable guy talking to fellow pilots – a very much one-on-one feeling is generated by the conversational style of the book. In no way does one get the feeling of being “talked down to” by a veteran pilot. In Ditching Principles, Bryan relates his own experience as a passenger in a C150 which splashed down in the Fraser unexpectedly.

This incident happened before he even got his PPL, giving him a career-long awareness of underwater egress. That experience distilled in his mind over the years as Bryan flew many different aircraft types on wheels, skis and floats and he decided to offer in a straightforward way, a guide to survival after a ditching.

The informative little book concludes with several reallife stories, emphasizing the suddenness with which an accident can happen. These stories all have a happy ending but many do not. And all point out the need to know how to get out of an inverted, sinking fuselage and how to rescue crew or passengers still inside.

If you fly over water, get a copy of Ditching Principles and read it over and over. If you’re a passenger on over-water flights, read this book. If you love a pilot, get him/her a copy of Ditching Principles by Bryan Webster, available at the VFC Pilot Shop for only $15.95.

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N I G H T R AT I N G S E AT S A L E !

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Offer valid until December 31, 2005 Save $225 from regular price of a night rating.

"A Smile will get you a Mile" I am happy to announce that The Victoria Flying Club has been approved into the "Thrifty Foods Smile Card Program".

For those of you and your friends who shop at Thrifty Foods, the Flying Club will be eligible for 5% of the dollar value of your purchase which we will use towards expanding our Bursary Program. So next time you're at the Flying Club be sure to pick up you Smile Card and let the savings begin. To give you an example: if 100 members buy $100 worth of groceries a month for an entire year we will be receiving $6000.00 that we can use towards Student Bursaries. If you have any questions on how the program works feel free to talk to Marcel at the Flying Club.

Marcel Poland Assistant CFI/Chief Pilot Victoria Flying Club marcel.poland@flyvfc.com (250) 656-2833 14

Intro

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

VFC

Aerobatics

Sign up today • have fun • save money • improve your skills impress a friend

99 95

Call Dispatch at the club for further information

656-2833

For Sale 1956 CESSNA 172 C-GHNA

1979 CESSNA 180K

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. Included in the sale price of $52000 CDN is $6000 paint allowance, Mo-Gas STC, cruise prop, 1 nose and 1 main tire (new), overhauled tagged cylinder assy., starter motor, carburetor and other misc. parts.

Reason for selling is that we are building an RV-7.

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

1966 CESSNA 150F

Airframe Engine, O-300 Prop

TTSN TTSMO TTSO

4365.3 116.3 223.9

Radio Transponder Intercom Last annual ELT ELT check Co relation chk

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

as of July 28,2005 “ “ April 04, 5yr corrosion inspection

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

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.

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

6600 TT 300 SMOH (2002) Val-Com VHF, Mode C, GPS, recent windshield, prop, upholstery, carpet, brakes, tires, shoulder harness, instruments rebuilt, new fuel lines, steering rod boots E.L.T. All A.D.’s.

Extensive Annual May 2005.

Excellent mechanical condition.

Needs nothing but paint.

This aircraft is owned in a partnership by three pilots. Hangared in Kamloops. Never damaged. Safe, reliable flying for under $60/hr. including fuel, maintenance, full allrisk insurance and hangar rental.

Buy one share $8,500, all three $32,000 O.B.O. Commercial pilot will deliver. One pilot moving away.

Phone 250 828-9528 or e-mail bcflyer@propilots.net 15

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.

Here is another interesting letter from Aaron Cawsey giving us an update on life in the North for a young bush pilot. He titled it

Tropical Fort Vermilion I live in Fort Vermilion. Not much changes around here. I'm sure some of the original residents from 1788 are still around here somewhere. As for what has happened to me lately, I have recently purchased my first tracked vehicle (my second one will likely be a tank). It so far seems to be a weather charm because since I bought it, temperatures have soared here. Nothing quite like sitting on a snowmobile and burning your ass because the seat is too hot. The predictions are that it will start snowing soon and there will be a lot of it. Last year I missed the 12 or so feet of snow Fort Vermilion had. My old roommate told me that the cars drove in snow trenches last year and that they had onramps for the snowmobiles to get on top of all the stuff.

Hopefully it will be like that again here this year.

Medevacs in the King Air are going very well so far. I've gotten over the getting dragged out of bed at 2 in the morning. I've discovered another downside however. Some of the patients that we have are extremely infectious with viruses I can't even pronounce. We flew a baby back from Edmonton to Fort Vermilion the other night who had an untreatable case of respiratory influenza that had somehow morphed into pneumonia. We had masks and gowns on for the flight home.

It's not a pretty picture and I feel bad for the baby and its mother but the whole flight home it was doing its best impression of an erupting volcano and was spewing all sorts of baby goodness onto the ceiling, walls, and floor of the King Air. Why we were flying them back home, I don't know. There have been amputations and pregnancies but the baby was the worst I have seen yet. Also, just last night I had my first flight where a patient (who was elderly) has died enroute to the city. And before anyone asks, my flying skills had nothing to do with her death. It wasn't a pretty sight in the back and I can't explain what it feels like to have done everything you can to save someone and it still isn't enough. The awkward silence in the cabin isn't something I want to experience again soon.

The Fire Department has been busy as well. I had my week off from Little Red 2 weeks ago and it was just as well. There were 4 car accidents that week, all of them serious, one of them fatal as well as one search and rescue and 2 fires. I was also promoted to an officer on the department a week prior to my birthday which also works out well for me. In the time when I am off duty at Little Red it's really nice to have something else to keep me occupied that I enjoy for the rest of the day. This week and for the next two weeks I am on a course in High Level for Vehicle Extrications. Ripping apart cars without being arrested is as fun as it sounds.

My car insurance for BC ran out at the beginning of this month. I am starting to see a lot of benefits of communism.... or at least having the government control everything. As I am not allowed to insure my car in BC anymore, I got to experience the joy of car insurance in Alberta. In BC, you go see one person, and they can be in a bank, any insurance center or an ICBC office itself.

They give you everything you need in the form of papers, stickers, and license plates. Well here I have to see a different person in different places for each of those things and they have to be done in a certain order. I also had to have a vehicle inspection before being able to put Alberta plates on my car, which by the way are still in my room and the RCMP also don't seem to care. The inspection I am convinced was just a money grab. My proof for this was watching them go over my car with a fine tooth comb as another car, owned by an indigenous resident, drove by the window with two flat back tires, 3 broken windows and at least 4 more children than there were seatbelts.

Thats pretty much it for now. The lack of snow is driving me nuts but besides that I am doing really well. I'm starting to take up skeet shooting. Hope to hear from everyone soon. Again sorry about the delay in emails. If you lived here, it might be easier to understand. Halloween is coming up soon. Last year, 2 kids out of 300 were dressed up and not one said trick or treat.

This year I might just turn off all the lights.

Aaron