Patricianapril08 3

Victoria Flying Club

April 2008

En route from Port Hardy (CYZT) to Tofino (CYAZ) on a fine February day. 2008.

Inside

Photo by Ellen Wood.

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Short Final

Letters to the Editor

Bears Air

In My Travels

Aviation Certification

Pardon My Raspberry

Flight Itinerary

Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

APRIL 2008 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 Tuesday, April 22, 2008.

Board of Directors President Vice President Treasurer Secretary Directors

Paul Levie Doug Marin Lloyd Toope Colin Dormuth Eleanor Eastick Ellen Wood Sean Steele Jim Sutherland

General Manager Gerry Mants Chief Flying Instructor 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.

We can help YOUR business GROW and FLOURISH. Call today.

250.383.7777 seasidedesigns@shaw.ca seasidedesigns.net

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SEASIDE designs & photography

Looks like I spoke too soon about winter being gone! It is officially Spring but there has been an Arctic air mass hanging over us for weeks, keeping it pretty cold most of the time. Brrrrr! – and windy too. Mother Nature has got to do better than that. March is supposed to come in like a lion and go out like a lamb, not the reverse.

Amazing Grace little hummingbird built a nest near our front window in mid-February and is now tending to her nearly grown offspring. The two babies are hunkered down in the tiny nest and so far have survived the wind, rain, hail and cold brought by the Arctic air mass.

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Did you know that hummingbirds cannot walk or hop or even turn around on their nests. A hummingbird will vertically lift off from the nest, pivot while hovering and drop back down with delicate precision. How about that? They can only fly, but what flight! – they reach maximum flying speed instantly and can stop instantly as well. Our Mother Hummer will be launching her babes into the world in about another week or so; let’s keep our fingers crossed for fine weather for the little flyers, and, of course, for us bigger flyers too.

(Un)sound Barrier his spectacular photo was sent to me by a friend who once owned a Luscombe. He was never able to break the sound barrier in his Silvaire as this one is doing. April Fool!

Speaking of which, did we really need snow, hail and SHRAGS in the last week of March?

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Return of the Flyouts e’ve got destinations, we’ve got a deal on aircraft rental; all we need are bodies and good weather! The first flyout will take place on the Victoria Day weekend, Monday May 19, 2008. The plan is to fly to Chilliwack for coffee, optional pie and a good look at the weather on the route to Pemberton. Lunch at the Pemberton Golf and Country Club, situated beside the runway and departure through the valley past Whistler with an arbitrary stop at Squamish or Qualicum or both before heading home to CYYJ. With this plan, there will be enough stops for everyone to fly a leg and to get fuel if needed.

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You must have the mountain endorsement to fly the mountain legs. The Club is offering a mountain groundschool on April 5 and if needed, there will be Short Final cont’d p. 4

Letters to the Editor You guys sure don’t waste words - ed Hi Eleanor, This one was hard! I think its Bellanca Cruisemaster or Cruisair.

Liam It’s a Bellanca 14-19-2 Cruisemaster!

Shorry I suspect the March mystery plane is the Bellanca Cruisemaster.

Cal

The fuselage construction included welded steel tube and wood structure with a fabric covering. The Cruisair’s wings were made entirely of wood. The sleek (for its time) fuselage and Bellanca airfoil design gave the Cruisair a cruise speed of 120 mph and a top speed of 133 mph. The Bellanca Cruisemaster was a further development of the Cruisair and was powered by a larger Continental or Lycoming engine.

I photographed this beautiful 14-13 Cruisair at Northwest EAA Fly in at Arlington, WA.

The final words go to Larry Dibnah, that crafty planespotter!

The Bellanca Cruisair The March 2008 Mystery Plane is a 1947 Bellanca Cruisair.

The Cruisair comes from a long line of fine aircraft designed by Guiseppe Bellanca.

Based on the 1940 Bellanca ‘Junior’ design, the 14-13 Cruisair involved numerous modifications including the installation of a new power plant. The Junior’s small LeBlonde radial engine was replaced by either a 150 hp or 165 hp six-cylinder horizontally opposed Franklin engine depending on purchaser’s choice.

APRIL

Mystery of the Month Besides having great looks, this month’s mystery plane

Send your educated guesses to

PatricianEditor@shaw.ca

set several firsts in the aviation world. Developed by a well known aviation company, these aircraft initially had a few setbacks but once the design weaknesses were remedied, the type went on to serve nobly all around the world. The Royal Canadian Air Force acquired two of these aircraft in 1953, making this a first for any Air Force in the world.

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Short Final cont’d from p 2 another before the flyout. But remember, you need to get the mountain flying done too, to get the endorsement.

There will be a discount of $20/hr on the C172s and $15/hr on the C152s for the flyout. And for those members who have their own planes and would like to join the flyout – fuel for the flight will be at cost. It doesn’t get any better than that!

Let’s presume we’ll have a fine day – we meet at the Club at 9:30 for ground briefing and weather, with wheels up around 10:30. That should give “Old Sol” enough time to burn off any marine fog over the Strait and shine down on the mountain valleys.

mountains which surround it on all sides. The airport itself has a paved runway of nearly 4000’, and a quick sprint across the grass verges takes you to the golf club café with its big covered patio (see photo).

Victoria Day will be the first of four flyouts. The others are scheduled for Canada Day, BC Day and Labour Day. Let’s get the flyouts off the ground!

Pemberton Valley is a beautiful, green flat meadowland at only 670’ ASL. It opens out surprisingly suddenly (and low) after a flight through the precipitous

A Long-EZ approaches the CYPS runway. The airport as seen from the patio at the nearby golf club (CYPS 0003)

Garibaldi Lake can be seen high in the mountains between Pemberton and Whistler.

Here's a happy bunch at Gillies Bay a few years ago.

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Golfing & Flying Don’t Mix

I

once witnessed a dog get chewed up by a prop.

It wasn’t a pretty sight, one which has been depicted on the big screen in a few Bruce Willis movies where a bad guy meets the same fate. What you see in the movies is very close to the real thing. I attended a fly-in breakfast at a small, country airport several years ago, before the time when security fences and locked gates were the norm. For the most part, pilots knew and understood safety around airplanes, so it was a surprise to see one fellow bring his dog into the picnic area which was quite near the turf ramp and runway.

The morning was warm, people were happy, the breakfast was bacon, eggs and pancakes. Pretty soon the fly-bys started up. The owner of the dog got invited by another pilot for a flight around the patch. He tied the dog to a post and climbed aboard the tricycle-gear airplane with his new friend. The dog got excited, broke the leash and dashed toward the plane which was by that time, already running.

The horrified owner of the dog looked on as it ran straight into the prop, and was slashed to pieces in an instant.

The sight we’d just witnessed stuck with me for years. It didn’t cause nightmares or affect my quality of life.

After all it wasn’t my dog, and dogs don’t happen to be on the top of my favorite animal list. In my work as a paramedic, the sight of blood and trauma isn’t uncommon. However actually witnessing the event that causes it is rare. By the way, we can’t blame the dog for it’s own demise. After all, a dog will usually follow it’s owner anywhere. I only hope this fellow learned a lesson about looking out for his animals, and that nobody leaves their child in his care.

There’s a resort and golf club we liked to fly to on Sunday mornings for an outing and a breakfast. The strip was grass and actually split the course in a way that golfers needed to cross it twice in 18 holes. The cart trails didn’t make much of a difference to the runway, and there was almost no air traffic, so the airplanes didn’t interfere with the golfers. The

BEAR’S AIR Barry Meek

community around the course included a few pilots who flew in and could tie down near their homes. That was about all the traffic there was, and naturally it was an uncontrolled field. There were “stop signs” with the warnings about active runways and that planes could be operating at any time, posted at the cart crossings. But the golfers were complacent, and usually never bothered to look, or even think about air traffic.

One morning, along with two friends, I planned a flight into the resort for lunch. I always called the manager’s office ahead of a trip there, requesting permission to land, and to be aware of any special events they might have planned that would interfere with use of the strip.

The usual response was for me to be aware that I’d be landing at my own risk, the strip is in good shape, and “come on up, you guys are always welcome.”

On arrival, we flew the standard approach, broadcasting intentions on 123.2, crossed centre field for a look at the sock, then proceded through the downwind and final.

The runway was clear at touchdown and part way through my roll out, photo credit Joe Olson when suddenly a golf cart sped out from the left, crossing directly in front of the plane. Judging the speed and closing distance between us, there was no way to avoid the collision. The prop was about to chew into the side of the cart, slicing through the first golfer, then with enough momentum, do the same to the driver.

There was no way I could get it stopped. The wheels were locked and sliding on the grass. Speed was too slow to fly. By the grace of God, at the last second I saw the golfer in the passenger seat look up, then warn the driver who stopped just as the wingtip of my Cherokee sped past in front of their cart.

The vision of what a prop had done to that dog years before, flashed into my mind. I taxied back to the parking area and for several minutes my knees were so weak it was actually difficult to stand. My mouth was so dry, I couldn’t speak to my passengers. I busied myself with the log book until my nerves could settle down.

One of the golfers walked back across the strip to the parking area to aplogize for their lapse in judgement. story cont’d on p 6

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Bears Air cont’d from p 5 It turned out that his wife was the driver of the cart, and they had not seen or heard the airplane as we flew over centre field, nor on final approach. When idling, and on a turf runway, a small plane can be very quiet. What caused their near-death experience was that they ignored the stop sign and entered an active runway without even a glance in either direction.

A parent teaches a child is to look both ways before crossing a street. Drivers do it instinctively. Pilots check before entering an active runway. At least most pilots do. But if you spend half your life in an environment like a golf course, or on a quiet country road, or a retirement village, you’re just not as likely to be on the lookout for traffic, if for 3 days out of 4, you never see a car.

That episode could have ended up with two dead golfers and a nasty court case. I suspect that it wouldn’t have been difficult for my lawyer defending me in any action, given the clear warning signs at the cart crossing, and the fact that proper aviation procedures had been followed.

In short, I don’t think I did anything wrong. However, was my airmanship up to par? Probably not. I could have been more vigilant. I could have informed my passengers of the ever-present danger of when people are close to runways. I could have briefed them on the possible incursions and where and how to look for them. Having a few extra eyes in the cockpit never hurts. Intent on the touchdown, the speed, staying on the centre of the strip, generally getting us down safely probably occupied too much space in my brain that morning.

The golfers were lucky. I was lucky. In my minds eye, I saw the golfers being sliced up as the dog had been. We’ve all seen prettier sights. The airstrip is still on that golf course, which surprises me. With all the litigation, people not accepting responsibility for their own actions and so on, I always expected that incident would be another nail in the coffin for the strip. Maybe it was. But so far, we can still fly in and enjoy a meal at their club house.

Barry Meek bcflyer@propilots.net

A True and Heroic Story from WW II Charlie Brown was a B-17 Flying Fortress pilot with the 379th Bomber Group at Kimbolton, England. His B-17 was called 'Ye Old Pub' and was in a terrible state, having been hit by flak and fighters.

The compass was damaged and they were flying deeper over enemy territory instead of heading home to Kimbolton.

After flying over an enemy airfield, a German pilot named Franz Steigler was ordered to take off and shoot down the B-17. When he got near the B-17, he could not believe his eyes. In his words, he 'had never seen a plane in such a bad state'. The tail and rear section was severely damaged, and the tail gunner wounded. The top gunner was all over the top of the fuselage. The nose was smashed and there were holes everywhere .

Despite having ammunition, Franz flew to the side of the B-17 and looked at Charlie Brown, the pilot. Brown was scared and struggling to control his damaged and blood-stained plane.

Aware that they had no idea where they were going, Franz waved at Charlie to turn 180 degrees. Franz escorted and guided the stricken plane to and slightly over the North Sea towards England He then saluted Charlie Brown and turned away, back to Europe .

When Franz landed he told the C/O that the plane had been shot down over the sea, and never told the truth to anybody. Charlie Brown and the remains of his crew told all at their briefing, but were ordered never to talk about it.

More than 40 years later, Charlie Brown wanted to find the Luftwaffe pilot who saved the crew. After years of research, Franz was found. He had never talked about the incident, not even at post-war reunions.

They met in the USA at a 379th. Bomber Group reunion, together with 25 people who are alive now - all because Franz never fired his guns that day.

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Always lots of great gear in

VFC's Pilot Shop books • clothing • accessories • flying gear

In My Travels

by Larry Dibnah

Canadian Fleet Model 2 Biplane Consolidated Aircraft Corporation of Buffalo, New York, designed the Model 14 Husky Junior prototype for the Fleet Trainer series in 1928. The Model 14 was a smaller, civilian counterpart to Consolidated’s Husky Military trainer. After completing a dozen aircraft, the Corporation decided to abandon production of the Model 14. Consolidated President, Mr. Reuben H. Fleet, a prime mover in the development of the civilian trainer, purchased the rights for the Model 14 design. Mr. Fleet formed a new company, Fleet Aircraft Incorporated, at Buffalo, New York to market the trainer. Six months later, Consolidated reversed its position, purchased the new company, and subsequently operated Fleet Aircraft Incorporated as a wholly owned subsidiary producing the trainer as the Fleet Model 1.

With plenty of orders being taken, the trainer proved to be very successful. When Consolidated experienced difficulty with export regulations, a decision was made to set up a Canadian factory in Ft. Erie, Ontario under the direction of Mr. Jack Sanderson. In 1929 a Fleet Model 2 was brought to Canada for demonstration flights. Soon afterwards the Fleet Model 2 was put into production at the Canadian plant with the first Canadian Fleet Model 2 (CN1) taking flight in 1930.

A further development of the Model 2 was the Model 7.

The Royal Canadian Air Force acquired 600 Model 7’s from the Canadian factory for use as basic trainers in the nation-wide Commonwealth Air Training Plan during WW2. The new trainers were designated as the Fleet Fawn and were well liked by flight students and their instructors. The RCAF Fawns underwent progressive upgrades and enhancements during their service lives. A variety of engines were fitted and some optional features included a fuselage belly tank and a fixed ‘coupe top’ cockpit enclosure with hinged sides. In the late 1930’s a sliding cockpit canopy was developed and became a standard feature on all RCAF Fawns.

A total of 203 Fleet Model 2’s were built at Fleet Canada. The Canadian Fleet Model 2 on display at the BC Aviation Museum is on loan indefinitely from Victoria’s Royal BC Museum. The aircraft, CF-AOD, is equipped with pontoons and was flown in British Columbia since its delivery in 1930. Some of you may remember this Fleet 2 hanging from the second floor ceiling on temporary display at the RBCM during the early 1970’s. When CF-AOD was officially retired in 1981 it was the oldest registered aircraft in Canada.

The Fleet Model 2 biplane was designed and built using conventional methods of the time such as welded steel tube and wood sub structure with fabric finished surfaces. Seating arrangements were for two pilots in tandem in open cockpits. The BC Aviation Museum example is powered by a 100 hp Kinner K5 5-cylinder radial engine with a two-blade wooden propeller. The wingspan is 22 feet, 5.6 inches. Although not considered a true bush plane the Fleet Model 2 could be fitted with wheels, skis or pontoons and was flown successfully in all kinds of conditions.

References: Photo

The BC Aviation Museum Wikipedia and the RCAF.com website The BC Aviation Museum

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FIRST FLYOUT OF THE YEAR Vic t or ia D a y, M onda y M a y 19 Routing: Victoria Chilliwack - Pemberton (optional ldg at Squamish or Qualicum) - Victoria.

Mountain endorsement for leg to and from Pemberton required.

Flyout rental: $20 off per hour for 172s, $15 off per hour for 152s

Call Dispatch to book your plane. Weather and Ground Brief at 9:30.

Wheels up at 10:30.

Always remember you fly an airplane with your head, not your hands.

May 03, Vernon, BC: COPA Flight 65 and Vernon Flying Club Annual Spring ‘Rust Remover’ at the Vernon Regional Airport, Saturday 03 May. Registration at the Vernon Flying Club starting 0830, followed at 0930 by presentations till 16:00 with break for lunch.

Topics will include • Emergency Survival Techniques • Vision Considerations When Flying • Safety Management and • ATC assistance to Pilots in Distress.

Log book stickers certifying attendance at the approved event will be provided.

Registration fee of $20.00 includes access to all sessions, morning donuts/coffee, and lunch. Those arriving Friday afternoon are invited to attend potluck barbecue at the VFC Clubhouse @1730 hrs. Flight 65 hopes to exceed last year’s attendance record of over 200 flying enthusiasts. Hotel rate discounts available at Tiki Village and Prestige Inn, Vernon. Pre-registration is not required.

For more information contact Bill Wilkie at billwilkie@shaw.ca or phone/fax (250) 260-1675.

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Never let an airplane take you somewhere your brain didn't get to five minutes earlier.

Flying is the second greatest thrill known to man. Landing is the first!

Hovering is for pilots who love to fly but have no place to go.

Enhance your employment prospects in the aviation industry by earning a Certificate in Business Administration (CBA) or Diploma in Business Administration (DBA) from the University of Victoria while you pursue your Professional Flight Training at the Victoria Flying Club.

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Transport Canada Safety Presentation 20 Apr 08 at the Nanaimo Flying Club Mr. Gerry Binnema (Transport Canada System Safety Officer) is giving a presentation on the relationship between human factors and errors in flying. Gerry will also provide an update on TC programs. This is one of the few opportunities that pilots will have the attend a TC safety presentation on Vancouver Island.

A number of outside tie-down spaces are now available.

Gerry's presentation will be delivered at the

Nanaimo Flying Club (CYCD) on Sunday April 20, 2008 from 13:00 to 15:30.

The timing will allow pilots to fly-in for the presentation. Ample parking is available on the grass opposite the flying club on the east side of taxiway alpha.

Get together with your friends and book a plane to go to this interesting talk.... and if you have any questions, contact John Lamb, President Nanaimo Flying Club, 250-616-3465 (Business Cell).

Phone A P AV E F E W DISPATCH D AVA I S P A C E S LABL 656-2833 E! for details.

You know you live in Canada if… … the speed limit on the highway is 80km, you’re going 90 and everybody is passing you. … driving is better in the winter because the potholes are filled with snow. … you find 2 degrees “a little chilly”. … you actually understand these jokes.

VFC Smile Cards The Victoria Flying Club is very excited to partner with Thrifty Foods in their successful

Smile Card Program.

Pick up your Smile Card today and 5% of all your Thriftys grocery purchases will go towards creating scholarships and awards for VFC members.

To date, we have been able to create three new bursaries!

Pick up cards for your family and friends too.

This is a great opportunity for VFC members.

We thank you for your support!

SMILE CARD TOTAL TO DATE

$6080

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First Solo as of March 15•08

Jeffrey Pennington (Emily Harvey)

Aviation Humour

Aneil Mashiana (Brad Fraser)

Overheard at Santa Barbara, California. (I wasn't paying attention at the beginning of this call, so I don't know the type of aircraft).

Aircraft: "Santa Barbara Clearance, N***** at FBO, requesting clearance to..." [pause] Aircraft: "Oh, hell."

Clearance: (deadpan and without hesitation): "I can't send you there..."

Wouldn’t you rather be flying?

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

A

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

386-4466 #202-31 Bastion Square Victoria BC V8W 1J1

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VIEW…AND AIR PLA ITH A W NE M ST O O O R

Open 8am 4pm daily

O!

in the Victoria Flying Club

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

LICENSED

250.655.9395

P

on my R a d sp r a berry

t had been a pretty good flight despite some minor irritations. Discovering that the rear window of the rented C-152 had been leaking was annoying. The carpet covering the cargo area was invisibly wet and my coat and gear thrown in there had soaked up a lot of the moisture.

I

I had been a little reluctant to accept the aircraft from the operators, noticing that it looked a bit shabby. The pilot’s window was surrounded by a thick band of duct tape but I was assured that the window was adequately fastened with the tape. A new window latch was on order and the C-152 was quite serviceable in the meantime. Since it was the only plane available that day and I knew the rental company was reliable, I threw my stuff in and taxied off for flight across the Strait of Georgia to mainland BC for a day’s visit with a friend.

After a nice lunch and a pleasant afternoon, I returned to the airport and found that there had been a hard localized rain while my aircraft was on parked on the ramp. By now the back area was running with water and the windows had steamed up inside. I had extra cargo for the return flight, but even allowing 10 pounds for the water sloshing about, I was well within the C of G limit.

Now, in a decidedly damp aircraft steaming up inside, I realized I couldn’t open the window because of all the tape.

“Damn!” I thought, as I cracked the door to let in a little fresh air while I did the run-up before departing. I gave the door a hearty slam before entering the runway to fly back across the Strait to my home airport.

All was well as I leveled off at 4500’ for the VFR flight westbound; the condensation had cleared off the windscreen and the sun was shining on the blue Pacific. Suddenly ---bbbbbbrrrrrrpppppopopcrack ----- the horrible sound penetrated my headset; my heart began to race as I quickly checked the instruments – oil pressure and temperature in the green, airspeed, rpm, altitude steady. Everything seemed okay but was some horrible thing about to happen? Three seconds had passed – I saw Boundary Bay Airport about five or six miles to the north of my track. Ever slick at arithmetic, I calculated I had just enough altitude to glide there if the eerie sound meant that an engine failure was imminent.

Then the noise continued, a frightening sound of ripping and tearing – I caught sight of a piece of metal flying past on my left. Holy Wright Brothers – what was happening? Another glance at the dashboard, hhhhmmmmm, everything steady.

The noise got louder, becoming a high-pitched scream;

by

A. LeRonne

another piece of metal flew by the rear window. Okay, get a grip on yourself; the plane’s flying fine; diagnose the problem and make a decision!

With a handle on my fear, I began an inside and outside cockpit check. What a relief when I realized that the duct tape holding in the pilot’s window had begun to pull off and was making a very loud “raspberry”. So that explained the two pieces of “metal” that had shot by – they were just bits of the broad silver tape that had torn loose. The noise began as the tape started to pull away, no doubt loosened by the flight outbound and helped by the rain seeping in while the aircraft was parked. Now I could laugh at myself for the few moments of fear that gripped my pilot’s heart.

But wait! This wasn’t so funny all of a sudden. What if the tape completely let go and the window flew open. What a strain on the hinges! Quick, get out the POH - ah, yes, maximum speed with open window, 143 KIAS – do these things even go that fast?

Okay, now I could relax and keep an eye on the errant window; it was still in place and letting in a bit of air, just enough to keep the unduly large stack of papers in my kneeboard flapping. The rest of the flight was uneventful, the window latch was replaced the next day and I had a funny story to tell.

On the more serious side, for your own safety and that of your passengers, examine a rental aircraft before you accept it; stand back from the nose of the plane and take a good look at the whole thing: Are the wings level, are there any loose fairings, are the tires equally inflated, is the skin wrinkled anywhere, is it clean? Do a good walk-around, check the journey log. If there’s anything you feel unsure about, ask!! I have asked about many things, for example; why does this aircraft have two different wheel hubs? Why is there water on the oil dipstick? Why is the glass on some of the instruments fogged up? Is that chip in the propeller okay?

Did this bolt I found on the ramp come off this aircraft?

I don’t fear being laughed at – they can laugh at me if they want. I want to enjoy every flight I make, marveling at the beautiful BC scenery, not gripping the yoke in dread that something might go wrong.

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PRIVATE PILOT Groundschool Classes held Monday & Wednesday, 1900-2200

Achievements First Solo Aneil Mashiana

April

May

June

DATE

TOPIC

INSTRUCTOR

02

Navigation

Emily Harvey

07

Navigation

Emily Harvey

09

Navigation

Emily Harvey

14

Radio and Electronic Theory

Mike Chow

16

Review (Tower Tour/Written Seminar)

John MacConnachie

21

Review

Brad Fraser

23

Theory of Flight & Licensing Requirements

Ian Watt

CPL Written

28

Aerodynamics

Ian Watt

Digvijay Lamba

30

Airframes and Engines

Mike Chow

05

Systems & Flight Instruments

Mike Chow

07

CARS

Yasuhiro Koide

12

CARS

Yasuhiro Koide

14

Meteorology

Bryon Thompson

21

Meteorology

Bryon Thompson

26

Meteorology

Bryon Thompson

28

Meteorology

Bryon Thompson

02

Meteorology

Bryon Thompson

dispatchers and line crew now

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

A high quality Service Department that is ready to complete any inspection or repair requirement you may have.

5180 Airport Road South, Richmomd, BC Tel: 1-800-663-5829 Fax: 1-800-667-5643

www.lindairservices.com 14

Joy Bradstock Rory Nield

PPL Written Test Chris Temos Logan Reid Karim Gharios Jordan Lott

CPL Flight Test Karan Nain

PART TIME

Aviation experience an asset.

Apply at Reception at VFC with resume.

PPL Flight Test

needed.

Welcome New Members!

Hernan Pizarro Chris Ware Scott Bradley Grant Macdonald Alex Derksan Eldred Penner Gabriel Knight

This year, be ready for fly-outs, cross-country and sightseeing flights through the mountains of British Columbia.

Mountain Flying Groundschool

Please call the Club’s dispatch office at 250-656-4321 or 250-656-2833 to sign up.

There will be on-going Mountain GroundSchools throughout the flying season.

Take the first step toward a Mountain Endorsement by enrolling in VICTORIA FLYING CLUB’S MOUNTAIN FLYING GROUNDSCHOOL. The first course of 2008 is scheduled for Saturday, April 5th from 9:00am to 12 noon. Cost $50.

The Civil Air Search and Rescue Association (CASARA) celebrated its 20th anniversary a couple of years ago and is now writing its history. Many people have volunteered for the air component of BC's Provincial Emergency Program (PEP-Air) and CASARA over the years, and we'd love to hear from you: pilots, navigators, spotters, headquarters/ administration and ground crew.

Send your stories to this address before April 30: bccasarahistory@yahoo.ca .

Anything goes (within reason) - training, operational, photos, whatever you'd like to share. Thank you.

For more information about volunteering with air SAR in Canada, check our web site: www.casara.ca

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DATE

PLACE

EVENT

CONTACT

April 5

Victoria, BC

Meet the President and Board of Directors of the Canadian Owners & Pilots Association

Gerry Mants Manager, Victoria Flying Club 250-656-2833

April 20

Nanaimo, BC

Transport Canada Safety Presentation Nanaimo Airport

by Mr. Gerry Binnema, TC Safety Officer 13:00 to 15:30 hrs Ample parking available on grass opposite the Nanaimo Flying Club Hangar

John Lamb, President Nanaimo Flying Club 250-616-3465 (Business Cell) jmlamb@shaw.ca

May 11

Cache Creek, BC

Ninth Annual Fly-in Breakfast Starting at 08:30 hrs. Everyone welcome.

Andy Anderson 250-453-2281 or 457-7333

May 30

Vernon, BC

Spring ‘Rust Remover’ Workshop Regional Airport 08:30 to 16:00 hrs

Bill Wilkie COPA Flight 65 and the Vernon Flying Club 250-260-1675 billwilkie@shaw.ca

July 19

Nimpo Lake, BC

BC Floatplane AGM COPA Flight 72 And Nimpo Lake Social, and Pancake Breakfast. Guests welcome.

Nimpo Lake Resort 250-742-3239 logan@xplornet.com

July 25

Concrete, Wa

Annual Old-Fashioned Fly-in at 3W5, Concrete Municipal Airport.

360-853-7114

F I R S T F LYO U T O F T H E Y E A R Vic t or ia D a y, M onda y M a y 19 THE BRITISH COLUMBIA AVIATION MUSEUM is dedicated to preserving aircraft and aviation artifacts.

We collect, restore and display aircraft and artifacts related to the history of aviation in Canada, with emphasis on British Columbia.

1910 Norseman Road Sidney, BC Canada,V8L 5V5 Tel (250) 655-3300 Fax (250) 655-1611 email: bcam@bcam.net The Museum is open daily!

Summer Hours May 1 - Sept. 30 10:00 am to 4:00 pm Winter Hours Oct. 1 - April 30 11:00 am to 3:00 pm

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Routing: Victoria - Chilliwack - Pemberton (optional ldg at Squamish or Qualicum) - Victoria.

Mountain endorsement for leg to and from Pemberton required.

Flyout rental: $20 off per hour for 172s, $15 off per hour for 152s

Call Dispatch to book your plane. Weather and Ground Brief at 9:30. Wheels up at 10:30.