Patricianfeb09 3

The Patrician Victoria Flying Club

February 2009

One hundred years of powered flight in Canada; a four-foot model of the Silver Dart appears to fly southbound past VFC. See story page 8.

Photo by Robert Clark

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Short Final

Letters to the Editor

Bears Air

In My Travels

Aviation in Canada

Hawk One VFC The Golden Bird Membership

Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

FEBRUARY 2009 Inversion 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,February 19, 2009.

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.

effective communications solutions to grow your business 250.383.7777 seasidedesigns@shaw.ca seasidedesigns.net

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SEASIDE designs & photography

That was some fog that hung over most of the Island and the lower mainland for 17 days or so in January. The city of Victoria was pretty much unaffected, but YYJ was covered in the thick stuff and there wasn’t much flying by anyone, commercial or otherwise. I managed one flight on January 19th when YYJ was clear. When I filed my flight plan, the flight service specialists said that all Vancouver Island airports were VFR at that time. However, an hour later, all I could see at my destination of Qualicum was the number 29 on the runway button. Nothing to do but return to YYJ, but a great day for flying otherwise with +16C at 5500’ and unlimited visibility in the bright sunshine. The fog was amazingly thick and its edges very well defined.

Have you noticed that it is still light at 5 PM? Yes, the days are stretching out, giving promise of spring and an end to the cold and occasional snowfall. Time to think of getting into the air and enjoying this beautiful part of the world. Perhaps someone can organize a flyout or two for the coming good weather.

Groundhog Day Well, what will that little rodent say on February 2nd? Will he see his shadow, be scared witless and go back into hibernation for another six weeks, meaning winter will go on almost until the Vernal Equinox on March 20. Or will he come out of his burrow to see a cloudy day and assure us that spring is just around the corner? Whatever - the little rascal has been shown to be only 37% accurate; flipping a coin would give better odds.

Hi, from Mike Ketler “I've always heard about 747s being able to use CYYJ but never actually seen pictures or videos. Found this very cool video from some time ago of a 747-200 departing Victoria for Hawaii off runway '26'. Shot directly from the club perspective too, probably from a long standing member I bet.” Youtube link: http://ca.youtube.com/watch?v=tbxii9qLNjg&feature=related Many thanks to Mike for this interesting item. Be sure to notice the Club’s planes on the ramp. Anyone remember the airstairs that preceded the jetways? In fact, when was runway 26 changed to 27? Anyone remember?

Letters to the Editor Hi Guys, You must be ringing in the New Year on a kinder, gentler note this year. The January mystery plane is an easy one this time - the Lockheed SR-71 (Blackbird).

Happy New Year to All Cheers, Rolf The photo of the month is the SR-71 Blackbird, a high altitude surveillance aircraft noted for its extraordinary turn of speed M3.0+ and prodigious fuel consumption. There’s a fine example in the Seattle Museum of Flight at Boeing Field (a flyout destination for next year?).

Cheers Chris As always you have done a great job and you will be missed when you finally hang it up.

The mystery of the month is an interesting one as I recently attended a conference where SR-71 pilot Brian Shul was the keynote speaker. “WOW” what an interesting story he has to tell. After being shot down in Vietnam and told he would never fly again he sure proved everyone wrong. In addition he was selling his limited edition book, 3500 copies of the history of “Sled Driver” or Black Beauty as he refers to it.

Keep the right side up…

Cheers Rob Oh, the SR-71 Blackbird. There’s never been anything like it.

Finally retired due to the very high cost of keeping her aloft.....she needed her own fleet of special KC-135s to refuel her. On the ground, the special heat stable aviation fuel poured out of her so immediately after take off, she needed to be refueled (the special KC-135s were the “Q” model, I believe). The SR-71 would then immediately go supersonic where the heat from air friction caused the aircraft to elongate by several inches, thereby closing any gaps in the fuel tanks. Nothing in the world came close to reaching the altitudes and speeds that could be sustained by this beauty....100,000’ and Mach 3+. The exact performance characteristics were never revealed. Even today, they are kept secret. Once retired from USAF service (where most were used for high flying flights over North Korea and China, and any hotspots in the world) a few were used by NASA for high speed research. One of the pilots/engineers with NASA was a Canadian woman, whose name escapes me now. The SR-71 replaced the infamous U-2 spy plane, and it itself was a follow-on of the YF-12 CIA operated interceptor aircraft (which looked almost identical to the SR-71, except slightly smaller).

Of interest is the M21 derivative at the Seattle Museum of Flight. This specialized version of the SR-71 was one of only 2 or 3 built to carry to hypersonic drone, the D-21, but after

some spectacular accidents, the last remaining M-21 was retired and now resides in all of it’s splendor at the Seattle museum. The D21 drones made a number of flights over China and North Vietnam in the late 60s/early 70s and remained secret right up into the 1990s. Habu, incidently, comes from a venomous snake in Okinawa where a permanent detachment of SR-71s were stationed at Kadena AFB during the cold war years. SR-71 crews wore the Habu symbol on their flight suits.

For those interested, the Seattle Museum of Flight has a number of excellent books on the SR-71, a number of which I have purchased over the years. I’m looking forward to a future fly-out to Boeing field for another visit to this excellent museum!

Walt Salmaniw, MD, CAME The plane is the famed SR 71.

Allen and Jenny No problem guessing the SR 71 Blackbird. With two readers suggesting it, I think it’s time for another flyout to Boeing Field. Who would like to organize it for a nice holiday weekend this summer? The flight to KBFI is beautiful and scenic with the fabulous Museum and all its treasures waiting to be seen.

-Ed And a little note from James Hand regarding the photo of his wife Lisa’s first solo at Hillsboro Airport in Oregon (page 13, January ’09 Pat).

Eleanor: Thank you very much!! It was a real treat for the new pilot!

JHH And just a little reminder of what has been and may occur again this winter: Hello Eleanor, Happy New Year! I’m sending a photo of VFC taken on December 15th just after the first light snow of the season.

Lenna H

Letters to the Editor cont’d on p 4

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Letters to the Editor cont’d from p 3 Hi! Eleanor Here’s a possible filler shot for the February Pat with a “First Flight” link. During our travels we had many fellow RVers photograph the back of our airstream when we were in RV parks. Highway patrol police would pass with a wave and toot on the horn as did many drivers solo and with children waving away and cheering!

That’s the Silver Dart on the left and my favourite Navalair aircraft... a British Mk4 Firefly! It was an air brush painting work of art created from photographs!

Hi Eleanor Thank you for the advance copy! Interesting read this month, I particularly enjoyed the story of the young fellow forced to spend Christmas in a flying club’s hangar. Been there, done that - many times. (Not on Christmas however ... luckily).

In case you get asked this question, I will pass on an answer here in this e-mail. “Does T.C. change your pilot’s license number when they issue your new format license?” (See Bear’s Air, The Painless Pilot License, page 5, January ’09 Pat).

That question was asked of me by a fellow who flies in the U.S. and in the Maldives using his Canadian CPL as the base license. When you “piggyback” a license in another country, they refer that document to your Canadian license, thus to that particular number.

In the past, when obtaining certain endorsements, Transport has apparently issued some pilots with an entirely new license (complete with a new number). The guy would then try to fly in the U.S. with his ‘piggybacked U.S. license’, only to find there was no Canadian one on file to refer to. So, no flying!

Speaking of RVs, here’s a unique vehicle - a DC3 used in the invasion of France on D Day, now literally a daily driver - to airshows down under.

Anyway, the answer to the question is: you will retain the same number on your pilots license when you are issued the new format booklet. Simple!

Regards, Barry Meek The June Bug, the AEA forerunner of the Silver Dart

February MYSTERY OF THE MONTH Here’s an oldie but a goodie. First flown on 17 January 1948, it was an instant favourite with pilots. The aircraft was very compact and felt as if it was built around you.

Send your educated guesses to

patricianeditor@shaw.ca 4

Airport Politics

BEAR’S AIR Barry Meek

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Those guys from the newspaper come in here every day looking for an announcement. They’re expecting I’ll tell them soon about throwing my hat in the ring for the mayor’s chair. I’m the logical choice to run the show here. After all, it was me that got the MLA elected, and I’ve been in this town for 30 years, so I know what’s going on.”

The local municipal government in that town as well as in many others, seems deaf to the reasoning and the facts put forth by economic impact studies already done. To them, it is quite simply a matter of paying directly for the use of that runway and parking area by the pilot who uses it.

The comparison of a direct charge to a motorist for the city street he drives on just doesn’t occur to these people.

Under normal circumstances, I avoid politics and the people who like to talk about the subject. But this was the barber rambling on and on about his accomplishments, mostly in politics, as I sat there a prisoner in his chair one afternoon in July. The rain was falling in this northern British Columbia town where I was based while flying on a seasonal forestry job. The conversation was one-sided, and as time passed, I began to wonder how much hair would remain on my head before another customer came in to save me from this guy.

The company that employed me to fly was charged a fee close to $14 each time I landed at that airport, and $8.00 to park on their ramp overnight. We worked for three months, landing sometimes twice a day for refueling. Do the math and see why an air charter company would use another location if it were available. Meanwhile, I was living at a motel and eating at restaurants in the town.

With the taxi to and from the airport, the daily cost not including the landing/parking fees, totaled over $150. Why would an operator choose to pay that extra $22 fee (landing/parking) if another airport were strategically located to the work?

Every private pilot who stopped there had much the same comments about the user fees and the price of fuel (the FBO paid fuel tax to the town, passed on that cost to pilots). These pilots have a choice, and most wouldn’t be back.

He could talk up a storm, mostly about his ideas of how the town should be, how the world should turn, how bad the kids are today, the economy, fuel prices, the weather, and how much better it would all be if he became the mayor. Yup, he would make the perfect politician. I thought “with talk like that, everyone would vote for him, except perhaps the other barber in the shop, who had heard it all before on a daily basis.”

At one point, there was enough of a break in his blabbering that I was able to squeeze in a question about the user fees his town had slapped on at their airport. It happens to be one of the towns that inherited the facility from Transport Canada several years ago. Faced with the cost of upkeep, their natural reaction was to start collecting more money from the businesses and aircraft owners, as well as implementing landing and parking fees for itinerant pilots. He immediately jumped to the defense of the council, re-stating the short-sighted reasoning they all use about how the rich people with airplanes should pay for it all. There was no listening to the indirect benefits brought to a city by aviation. The obvious extra traffic in hotels, restaurants, even in his barber shop simply didn’t compute in his mind with people using the airport. If it were not for the strategic location of the town, I suggested even the government, forestry and mining flight operations would seek out a base offering lower costs.

Obviously, the money from our company didn’t totally support the entire hospitality industry of the town, but there was a forest fire operations and tanker base at that airport, along with a couple of helicopter providers, an air freight/courier, and two charter/schedule airlines also based there. A rough estimate of the people involved in the work from that airport would be one hundred. If each employee shoveled out the basics of approximately $150 daily as I was, it doesn’t take a rocket scientist to see the economic benefit of that airport to the town.

This is all very unscientific of course, and there is more involved in politics than any one pilot can understand.

But impact studies done for many municipally-owned airports around the country show results that an openminded person, even a politician could not brush aside.

It’s a matter of listening to the facts before making up their minds to heap more direct charges onto the pilots and aircraft owners.

The barber who wants to become the mayor was too busy talking to be listening to anything. His little town’s airport story cont’d on p 6

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Bears Air cont’d from p 5 is doing well only because of the strategic location it enjoys. However, there is already evidence of pilots and companies avoiding it as much as possible. They find other places to purchase fuel, plan for slightly longer flights, and change with the times to keep operating expenses down. For almost the entire summer, our Cessna 182 sat alone on that huge ramp.

By now everyone will have heard of Captain Chesley B. Sullenberger III and the amazing survival of all passengers and crew following the ditching of the A320 Airbus into the Hudson River. It was a piece of bad luck, losing both engines at once and a piece of miraculous good luck combined with skill carrying out the only known successful ditching of a commercial airliner in the US. Captain Sullenberger was made of the Right Stuff. He did what all pilots are taught to do –AVIATE - An airplane doesn’t quit flying when the engines quit as long as the wings maintain their structural integrity. The captain and the first officer trimmed the Airbus into a glide and then did the second thing all pilots are taught to do – NAVIGATE – check your position, determine your course.

The plane was going too fast to return to LaGuardia, and would have likely overshot the runway without the engines working in reverse to slow the plane. Getting the plane to Teterboro would have been risky, since the airport’s short runways aren’t designed for a large commercial jet. This left option number three, experts believe, as the safest choice. If you have to put a jet down, the Hudson River is close to an ideal venue. The third truism for pilots– COMMUNICATE most important in this emergency. Capt. Sullenberger and the crew followed this tenet exceptionally well, communicating their intentions calmly to ATC and to each other.

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There was another thing that bothered me about my encounter with the barber. As if being forced to sit in his chair and listen to politics wasn’t enough, the next morning the fellow who pumps fuel into my plane asked, “Where’d you get that HAIRCUT?!”

Barry Meek bcflyer@propilots.net

This enabled first responders to arrive on the scene as quickly as possible, and kept passengers from panicking as they were rescued.

If the Hudson was the best, if improbable, place for an emergency landing, Capt. Sullenberger couldn’t have picked a better spot on the river to land. The location, near New York City’s bustling Midtown, is also where several ferry lines cross. Because of this, boats were on the scene in a matter of minutes, bearing crews who have been trained to deal with rescuing panicked civilians.

Bravo to the captain and crew of Flight 1549. They had only three minutes from engines out to impact with the water. Their actions illustrate once more the fourth tenet pilots are taught: NEVER GIVE UP.

US Airways Flight 1549 – Aviate, Navigate, Communicate and Never Give Up

In My Travels

by Larry Dibnah

Vin tage H andle y P age H amp den damaged b y W in t er S t or ms The vicious snow storms of December 2008 have wreaked havoc all across the province of BC leaving hundreds of victims in its wake. One of the many cases of property damage in the Lower Mainland area involves the vintage Handley Page Hampden aircraft which belongs to the Canadian Museum of Flight in Langley, BC. The Hampden’s port wing was snapped off by a heavy load of snow causing damage to the wing and surrounding areas of the fuselage. Museum volunteers had been trying to keep snow off all of the outdoor exhibits but were inundated by the large storm during the night of December 26th.

Jack Meadows, a long time volunteer at the museum, says that the facility has very little money and that the necessary repairs will be costly. Mr. Meadows stresses however that is important to get the Hampden back up on its gear again because it is the only completed surviving example of its kind in the world. The original restoration of the Hampden took almost 20 years after it was salvaged from the bottom of Patricia Bay near Victoria Airport in 1985. Parts from two other Hampdens which were salvaged on Vancouver Island were used to complete the restoration.

Here is a brief history of the Handley Page Hampden and the example restored by the Canadian Aviation Museum. The Hampden went into service in August 1938 with No. 49 Squadron of the Royal Air force. A total of 1,432 Hampdens were built, 502 of them by the Handley Page Company, 770 by English Electric and 160 in Canada by the Victory Aircraft consortium. Of the 160 Canadian built aircraft, 84 were shipped by sea to Britain while the remainder came to Station Patricia Bay (Victoria Int. Airport) BC to equip the newly formed No. 32 Operational Training Unit (OTU) of the Royal Air Force (RAF) which was stationed there under the Commonwealth Air Training Plan.

Hampden P5436, a Canadian-built aircraft flown by No. 32 OTU, crashed into the cold waters of Patricia Bay during a training exercise on November 15, 1942. The Hampden’s four crew members were rescued by an RCAF Stranraer flying boat which fortunately was also operating in the area. The airframe of P5436 spent 44 years on the bottom of the bay until it was salvaged in 1986 by the Canadian Lake and Ocean Salvage Team headed by Jerry Olsen.

Parts of P5436 were used along with those of another two Hampdens salvaged from Saltspring Island and Ucluelet, BC were used to rebuild the aircraft into the present-day display by members of the Canadian Museum of Flight.

Considering the efforts and dedication of all those people who contributed to the Hampden project, it is very unfortunate that the aircraft has succumbed once again to the ravages of nature. The Museum members are hoping for enough public support to quickly and safely return this rare aircraft to display status for all to enjoy.

References:

The Canadian Museum of Flight; Russ Niles, Editor in Chief, Avflash News.

Photos:

Jack Meadows, Canadian Museum of Flight.

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Av i a t i o n i n Ca n a d a A Century Aloft Silver Dart Day is coming to VFC on February 23rd and we can only hope for the same great weather, although less chilly, that existed at Baddeck, NS 100 years ago. On that eventful day under the aegis of the Aerial Experiment Association founded and directed by Dr. Alexander Graham Bell, the first Canadian powered flight was made.

It was cold, the wind was light and the Bras d’Or Lakes were frozen, making a perfect runway for the Silver Dart. Most of the town and all the schoolchildren were given a half-holiday to see the new-fangled “aerodrome” as it was called then, lift off the frozen surface. Many adults and nearly all the kids were on skates.

The Silver Dart had made about 30 flights in Hammondsport, NY before being dismantled and shipped to Baddeck. Here it underwent more tests and refinements including replacing the skids with bicycle wheels, and installing Curtiss’ V8 water-cooled engine. On February 23, the flimsy craft rose from the frozen lake surface after a 100 take-off roll and flew about a half-mile at 30’ AGL. Dr. Bell declared that one flight was enough and invited the whole town back to his home for coffee and sandwiches.

Silver Dart Day – VFC Style Dr. Bell and the AEA celebrated their achievement, just as VFC will celebrate it 100 years later – at an Open House with coffee and cake and all welcome.

All club members and passengers who are aloft that day will receive a special commemorative certificate and pilots will get a logbook stamp as well. If the day is not VFR, if there are not enough planes to go around, “rain checks” will be issued, so no one need miss out. Come and join in the fun! And, oh yes, there will be draw prizes, too!

Silver Dart Model This month’s cover photo looks realistic but it is a model of the original Silver Dart hanging from a fishing line in front of the Club. The model has a 4’ wingspan and is authentic, right down to working controls. The steering wheel operates the rudder and the forward elevators. The ailerons are controlled by a shoulder yoke (now you know why we call the control column the yoke). The pilot, sitting on a hard wooden seat with his feet resting on a structural bar, leaned into the yoke to move the crude ailerons which were wingtip add-ons. The Wright Brothers, who had been madly suing everyone who got off the ground in powered flight, tried suing the AEA for patent infringement over the ailerons. The suit was disallowed because the rigid frame with moveable wingtips was very different from the Wright’s flexible wing-warping frame. The ailerons were Bell’s idea as was the tricycle gear. His suggestion of an aft elevator was not taken up until later.

The Silver Dart model is at the Club for aviation enthusiasts to examine. A real aficionado of the aircraft will notice the absence of a patch on one lower wing, the result of a large hole being torn in it by a visiting dog! The Pointer and his master stopped in to see Curtiss while the aircraft was under renovation in a hangar. The dog suddenly leapt onto the wing and “the silken surfaces were not sufficiently strong at one point to support his weight. He then fell through and abandoned further experiments.” (Tongue-in-cheek report of the incident in the local newspaper).

The Silver Dart was flown about 300 more times after its initial flight in Canada. On August 2nd of the same year it was wrecked in a landing accident.

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N e w E d i t o r N e e d e d … --- …

I

have been the editor of the Patrician for nearly ten years and now it’s time for a change.

In June 2009, the Pat will celebrate five full years as an online publication and during that time it has grown from eight pages to a very full 16 pages every month. It has a good look and feel to it, folksy and charming as a club newsletter.

In the 16 years I have belonged to VFC, the Pat has undergone various resurrections. For a time, the monthly newsletter was renamed The Airmail. I became involved with it in 1995 when we wrote and produced it entirely at the Club. In 1999, the Patrician resurfaced as an eight-page black and white magazine, professionally produced by Muse Communications. Shortly afterwards, I became the editor when it was obvious that someone had to be in charge of collecting the material for publication.

Well, now it’s time for the Pat to take on a new look with a new publisher and a new editor. I will stay on, along with Seaside Designs until the end of June which will give time for the next publisher to get set up and ready to go and for the new editor to take over the duties of collecting, correcting, researching, sorting and writing for the newsletter.

The editor’s position is voluntary, time-consuming and frustrating; the rewards come in the form of contacts with interesting pilots, writers and readers from all over Canada. A keen interest in the Club and the aviation community is the main requirement. A modest ability to write is secondary to enthusiasm.

Please contact the Club, or me at patricianeditor@shaw.ca if you are interested in becoming the next editor of the Patrician. VFC needs you, the Pat needs you.

- Eleanor Eastick

An explanation of the January Mystery Plane Yes, it’s the unmistakeable SR-71 “Blackbird”, unique and amazing. One of its interesting features was its chines, sharp edges leading aft on either side of the nose and along the sides of the fuselage. These chines generated powerful vortices around themselves creating additional lift and improving aerodynamic performance.

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Hawk One t h e G o e n B i r d ld These photos and the text are unashamedly taken from Vintage Wings’ website, http://www.vintagewings.ca/page?a=529&lang=en-CA. No improvement is possible on the photos and text. Now let’s keep our fingers crossed that Hawk One will be parked on VFC’s ramp at some time during its travels.

At approximately 1015 local time, January 14th, Hawk One arrived from Cold Lake, Alberta overhead Gatineau airport.

The temperatures were, well... brutally cold. The sky was without cloud, vapour trails, haze or birds - just horizon to horizon of what John Gillespie Magee called “burning blue”.

And out of that blazing azure sky, a golden bird shrieked in from the west - from the far west.

Hawk One, the Vintage Wings of Canada flying tribute to the Centennial of Flight was home - from the beauty parlour. Over two months ago she left for CFB Cold Lake, Alberta where she was painted by the Cold Lake paint shop in the markings of a team that once flew these very skies 50 years ago. For the next year she will fly across Canada and the US - sometimes alone and other times with the Snowbirds as part of their routine.

For more on her significance and her mission, take this link: INSPIRATION http://aerographics.protocolis.ca/page?a=174&lang=en-CA Vintage Wings of Canada’s photographer Peter Handley was there to capture the homecoming. His photos say it all, so let’s take a look. And yes... that sky is real!

Hawk One 10

Silver Dart – Canada’s 100 Years

Come to VFC on Monday, February 23, 2009 Help us celebrate the 100th Anniversary of

Powered Flight in Canada VFC MEMBERS – book a flight on this historic day and get a special certificate & stamp in your logbook.

Coffee and cake all day!

Everyone welcome!

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Notice of the

Annual General Meeting of the

Victoria Flying Club Please be advised that the Victoria Flying Club AGM will be held

Wednesday

March 4th 2009 in the Member’s Lounge

Wine and Cheese at 6:00 — Meeting at 7:00 The Victoria Flying Club #101-1852 Canso Road Sidney BC V8L 5V5

250 656 2833

The VFC Board of Directors Needs You !

Why not volunteer a few hours of your time and take a hand in Guiding your Club!

Four new directors will be elected at the Annual General Meeting to be held on Wednesday, March 4th, 2009.

If you are a Sustaining or Life member, you are eligible to become a Director.

Directors are nominated by two other Sustaining or Life members.

NOMINATION FORMS ARE AVAILABLE NOW AT DISPATCH AND ARE ALSO INCLUDED IN THE HANDOUT TO VOTING MEMBERS AT THE AGM. THERE MAY ALSO BE NOMINATIONS FROM THE FLOOR AT THE TIME OF THE AGM. IF Y OU HA VE ANY QUESTIONS ABOUT BECOMING A CL UB DIRECTOR, PLEASE CALL MANAGER GERRY MANTS AT 250 656-2833

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First Solo as of January 25 • 09 Doug Peers (Mike Chow)

Achievements First Solo Doug Peers PPL Written Test Kim Sterling Ashley Greenly Danny Poirier CPL Written Test James White

PPL Flight Test Jeff Pennington Ashley Greenly Jordan Ofiesh Private Pilot License Ashley Greenly Danny Poirier Allan Crandall

Welcome New Members!

Kevin Stokes Daniel Schade Darren Larose Jordan Decembrini Kenneth Wodlinger Jakob Roberts Jared Barker

Henri Kankaanpaa Christie Slawson Steve Snow Hunter Gammage Mark Champ Luke Larson

P R I VAT E P I L O T G r o u n d s c h o o l Classes held Monday and Wednesday, 1900-2200 Feb

Mar

DATE

TOPIC

INSTRUCTOR

02

Meteorology

Bryon Thompson

04

Meteorology

Bryon Thompson

09

Meteorology

Bryon Thompson

11

Human Factors & PDM

Brad Fraser

16

Flight Operations

Trevor Mann

18

Flight Operations

Trevor Mann

23

Navigation

Jeff Lightheart

25

Navigation

Jeff Lightheart

02

Navigation

Jeff Lightheart

04

Radio and Electronic Theory

Tristan Nano

09

Review (Tower Tour/Written Seminar)

John MacConnachie

Note: No Ground School on Stat Holidays

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Victoria Flying Club Membership Recent feedback from our Members

LIFE MEMBER: After having held a Flying or

has helped us realize we need to do a better job of explaining our various categories of members. The following is a brief explanation of the differences between membership categories:

Sustaining membership for not less than 24 consecutive months, a member may apply to become a Life member. A Life member has the same rights and privileges as a Sustaining member. The dues for a Life membership are not less than ten times the annual dues for a

SOCIAL MEMBER: May be admitted by the Board

Sustaining member.

after having paid the appropriate dues and will have social privileges only. They are not entitled to

HONORARY LIFE MEMBER: The Board may admit

vote at any meeting of the Corporation.

one Honorary Life member per year and this member will have all VFC privileges including

FLYING MEMBER: Flying members may be

voting rights.

admitted by the Board after having paid the appropriate dues. They are entitled to all VFC

ASSOCIATE MEMBER: Associations, societies or

privileges and may attend the Club Annual

other corporations can be admitted as Flying or

General Meeting or special meetings but do not

Sustaining members and have singular rights

have voting rights at such meetings.

associated with such memberships.

SUSTAINING MEMBER: After having a held a Flying membership for not less than 24 consecutive months, a member may apply to become a Sustaining member. This application requires the sponsorship of two Sustaining members and once approved by the Board, provides the member with voting rights and a discount on Club purchases except for Membership and aircraft parking.

Sustaining Member of Victoria Flying Club If you are a VFC member in good standing for two consecutive years, you can apply to become a Sustaining Member. The annual membership fee is only $10 more and entitles you to 10% off flying and pilot shop purchases. You also get voting privileges at the AGM and you can run for the Board of Directors.

APPLICATION FORMS AVAILABLE AT DISPATCH

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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

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 ! ort tha p p nk you for your su

A

ITH A W OM RO

Open 8am 4pm daily

TO DATE

$7618

VIEW…AND AIR PLA NE ST OO !

in the Victoria Flying Club

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

SMILE CARD TOTAL

250.655.9395

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 #202-31 Bastion Square Victoria BC V8W 1J1

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ST R EL C OA S T TO C OA S T TO C O A AY by

The following is taken from CAPA’s website where you can find the full itinerary, schedule and aircraft to flown. This is an exciting and ambitious project. -ed

V I N TAG E AIRCRAFT

The Canadian Aeronautical Preservation Association (CAPA) will be celebrating the centenary of powered flight in Canada with a unique and historically oriented event, the “Back to Baddeck” vintage aircraft relay flight project.

This relay flight will be done in several legs with a variety of vintage aircraft owned and restored by member Museums.

The northern portion of the relay will start in Baddeck, Nova Scotia on 23 February, 2009 going west across the Canadian north to end up in Comox, BC by May. The southern portion will be done west to east from Comox, BC starting on 23 May and ending at the Nova Scotia International Air Show in Yarmouth, Nova Scotia 12 and 13 September.

Premiers as well as the Governor General of Canada.

Canada has been more reliant on aviation for its development than any other country in the world. Aviation opened up Canada and remains a lifeline to many remote and northern areas. The significance of aviation today and what it has done for Canada can be compared to what the Canadian Pacific Railway did for Canada in the years after Confederation. CAPA was formed to promote the preservation of aircraft, Canadian aviation history, and the retention in Canada of aircraft, airframes, associated artifacts and related materials significant to Canadian aviation.

This cross Canada flight will stop at all of the CAPA member museums and at each provincial capital as well as in Ottawa.

On board the aircraft will be the “baton” which will contain special mint coins issued by the Royal Canadian Mint and first day cover stamps issued by Canada Post and cancelled in Baddeck on the Anniversary date affixed to a specifically designed envelope with a message to the receiver of these envelopes from the members of CAPA. These will be presented to each member museum and the provincial

2009

Commercial Groundschool Feb 01

0830-1700

Crew Resource Management

Brad Fraser

Feb 06

1700-2100

Airframes & Engines

Mike Chow

Feb 07

0830-1030

Airframes & Engines Licensing Requirements

Mike Chow

1030-1700

Theory of Flight & Aerodynamics

Ian Watt

Feb 08

0830-1700

Navigation

Jeff Lightheart

Feb 13

1700-2100

Meteorology

Brad Fraser

Feb 14

0830-1700

Meteorology

Brad Fraser

Feb 15

0830-1700

Meteorology

Brad Fraser

January 23 - Feb 15, 2009 16