Patricianjune06 4

Victoria Flying Club

June 2006

An F-15 blasts off from runway 09 during Trident Fury operations, May 10 to 20 at CYYJ

Inside

Bill Stewart photo

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10

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Short Final

Letters to the Editor

Bears Air

Flight Itinerary

In My Travels

Martin Mars PA Fly-In

Squawk Ident

Thank You Trident Fury

Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

JUNE 2006 Editor:

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

Unsolicited articles welcome.

The deadline for submissions is Wednesday, June 21, 2006.

Board of Directors President Vice President Treasurer Secretary Directors

Sean Steele Bob Mace Lloyd Toope Colin Dormuth Dennis Arnsdorf Jeremy Prpich Doug Marin Don Goodeve

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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SEASIDE designs & photography

Well, here we go into June and summertime! It doesn’t quite feel like it yet, but there were ten days of absolutely fantastic weather in May giving promise of better things to come. Of course, Victoria Day itself, May 22, was one of the worst ever – sort of brings to mind the flyouts of the past year when every holiday weekend was a washout quite literally.

Speaking of flyouts, is there anyone out there who would like to resurrect them?

We need someone new with new ideas to generate the interest in these formerly fun outings. And the cooperation of Mother Nature wouldn’t hurt either!

The Port Alberni Flyin of May 7th saw the worst weather in its five year history with only four planes making it to the field. Our intrepid reporter, Marie Woodruff was one of the few to fly in and has written an account of the day, which was a success despite the rain and wind. I understand that quite a few Martin-Mars fans drove there and the AVFC was as hospitable as ever with tours and lunch. Check the en route photo taken by Marie to see the lousy weather for yourself! See story and more photos page 10.

Trident Fury We have a bunch of amazingly accomplished photographers in VFC; so much so that it was hard to choose just a few of the thrilling pictures sent in. Larry Dibnah contributed a short description of the awesome joint defense exercise, but the main feature is the photos by Bill Stewart, Tristan Nano and Colin McCann. Enjoy!

F-15s Rock!

One of Colin’s photos deserves an explanation – the aerial shot of the big field with F-15s ROCK! carved into it. This special message was created by three fly guys working near YYJ to the southwest.

Colin emailed them asking; “I was wondering how you guys managed to do this! Those letters were huge, and it’s done so neatly too! It was pretty impressive to see it from the air. I was listening in on the F-15s discrete air to air frequency, and they thought the sign was really cool. It really turned out great, the pilots loved it and most passengers landing at the airport saw it too!” (Colin’s photo was also published in

the Peninsula News Review on May 19.)

250.383.7777

seasidedesigns@shaw.ca seasidedesigns.net

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Short Final cont’d p.4

Letters to the Editor Hi Eleanor, I noticed your comment on Langley airport (CYNJ) being hard to spot in the "Mystery Airport" section of the May Patrician.

I have to say that Langley isn't hard to spot, it's damn near impossible! I made my first (and so far, only) visit to Langley last summer, and I've never, ever "lost" an airport so completely. Langley Tower was very patient, but I think we were both relieved when I confessed I still hadn't spotted the strip and asked for directions. It turned out to be on the other side of the plane from where I was expecting it, and way too close.

Dear Readers: This letter could have come from quite a few of my pilot friends who, like me, have failed to find CYNJ, so let us be content with the writer’s initials. I have been passed an assortment of hints from experienced pilots on how to find it, but nothing seems to help. What is it about that place? My solution is pictured below.

Ed

The hangar arrangement at Langley makes it look a lot like some of the light industrial complexes in the same area, and the single paved runway means there's no distinctive pattern of runways to look for either. I should also have paid more attention to navigation on that "short, simple" trip....

Cheers..........BB

June

Mystery of the Month And now for something a little different!

What is this replica aircraft? It's a flyable homebuilt kit with a Rotax engine, threeblade composite propeller and the editor herself in the background to provide a scale reference. This little gem was in the hangar at Scone Airport in Scotland.

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

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Short Final cont’d from p 2 The sign writers replied:

“The idea came after a hard day’s work, while we were sitting in the shop having a beer. We got to watch most of the take offs and landings, and decided that if we let it be known that we liked the planes, and told the pilots, we just might get an invite for a close up look. I’m glad the pilots saw it and liked it, but we never heard a thing, although I think one of the guys dipped his wings on a fly past one day. That’s my story anyway.

One of the other guys in our group of three decided that the rotovator would do a fine job, so after some discussion about whether F-15s should ROCK or RULE, we decided on ROCK. The next day at lunch time he went out and wrote it. The field has crop lines in it, possibly not visible from the air, and they are straight and easy to follow. It took him about 20 minutes.... The whole thing broke the monotony of field work and rock picking.

Welcome New Members!

Michael McCullough James Hollis John Purdy

As letter-writer Phil says, “Life is too short not to have fun!”

Numb Bum A pilot flies by the seat of his pants. There’s an old adage we all know, but to my surprise I found an article describing an experiment conducted to prove it. Dr. Hubert Strughold, head of the US Space Medicine Program ‘way back in the 1960s, brave man that he was froze his, shall we say, posterior with Novocain until it was completely numb. He then went up in a military jet as a passenger while the pilot went through an extensive aerobatic routine. Although the good doctor had done this many times before without upset, this time he returned to earth feeling very sick. He announced, “The seat of the pants is one of the pilot’s most valuable flight instruments.” Pass the barf bag.

HELP WANTED The Victoria Flying Club is looking for a

Michael Hargrave

part-time line person.

Brad Reber

If you have an interest in aviation and would like to

Howard Grantham

enhance your flight training goals, drop a resume off

Michael Gagnon Rod Fowler Ian Vanderswan

to Marcel at the Victoria Flying Club dispatch desk.

HELP WANTED

Bruce Lander Will Logan Jeff Sargent

There's a story about the military pilot

Margaret Wardhaugh

calling for a priority landing, because his single-engine jet fighter was running "a bit peaked."

Air Traffic Control told the fighter jock that he was number two, behind a B-52 that had one engine shut down.

Bruce Wardhaugh Shawn Lestage

”Ah,“ the fighter pilot remarked, ”The dreaded Seven-Engine Approach.“

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It’s Time to Slow Down R

obert couldn’t go fast enough. I was flying with him one fine summer day in his Taylorcraft, enjoying the scenery as it slowly drifted by at about 80 mph. He was complaining, and at the same time apologizing for the snails pace of the plane. But it didn’t matter to me.

It was, and still is the flying, not the destination that’s important. That’s why I fly. And I suspect, that’s why most recreational pilots take to the sky as well. Not to get somewhere, but just to be up there.

We seem to have lost sight of that over time. Back before we earned our pilots license, even before we actually flew for the first time, we knew that’s what we wanted. To some of us, flying was the most important thing in our lives at that point. It didn’t matter how fast or how high. But all too soon, the magic had worn off.

Or at least diminished a bit, as our need for more speed took over. Part of that came from the ever improving technology in aviation. Some of it was our egos. To arrive 30 minutes ahead of a buddy on the same cross country gave big bragging rights to the owner of the faster plane.

BEAR’S AIR

by Barry

Meek

Choosing to slow down our own lives seems to be the only solution. But in the face of all the outside pressures to speed up, it’s an uphill battle for sure.

Television, radio and newspaper advertising could be a good place to start. Simply ignoring it or turning it off seems to me to be an easy solution. Spending more time doing enjoyable activities would also go a long way toward rekindling your serenity and sanity. Activities like flying. I don’t suppose Robert will catch on to the slowdown movement. He, like so many others would be on the list for one of the new personal jets that are in the aviation news papers these days if he could afford one.

But so far, he’s contented himself with a faster, piston engine plane, a homebuilt KR-2. He should be proud of it too. One day while crossing the water between Victoria and Vancouver, a terminal controller requested he keep his speed up for a Dash 8 right behind. Robert put the nose down a bit, opened the throttle and actually outran the bigger airplane. The pilot was on the radio asking what engine was in the KR. “Volkswagen”, Robert answered. Not another word from the Dash 8.

But it’s not just the availability of better aircraft that compels us to speed up. It is life itself. In his recent book “In Praise of SLOW”, Carl Honore points out how the entire world is bent on upping the velocity of travel, of work, meals, education, relationships, even sex. Fast food is consumed by more and more of us. We seek faster computers and internet connections, learn speedreading, and choose liposuction because diets are too slow. We’re impatient in lineups, road rage is not uncommon. We’re choosing the fast options, yet keep losing the advantage because everyone else is speeding up too.

The food we eat today is derived from production processes far superior than just a generation ago. The first microwave ovens of the 1950’s became big time home appliances in the ‘70’s, allowing cooking times to be measured in seconds. Where it once took the average pig five years to reach 130 pounds, producers can now have it up to 220 pounds in just six months through intensive feeding, antibiotic digestive enhancers, growth hormones, rigorous breeding and genetic modification.

A big advantage in a world increasingly unable to feed itself. And another example of the need for speed.

Doctors are swamped with patients complaining of stress manifested in migraines, hypertension and burnout. Some prescribe medication to treat the symptoms, yet fail to address the root cause. The doctors can’t be blamed, they’re in their own race against time.

My clock on the wall has no minute or hour hands, just a second hand going round and round. The face reads “Island Time”. So I never know exactly when it’s time for dinner. Except I get hungry. Then, without hurry or pressure, I’ll cook something I enjoy and take my time eating it. I’ll pass on Uncle Ben’s five minute rice .... which by the way, has been reduced to two minutes in the microwave.

As Lily Tomlin once said, “For fast acting relief from stress, try slowing down”.

Barry Meek

bcflyer@hotmail.com

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DATE

PLACE

EVENT

CONTACT

June 3 – 4

Nanaimo, BC

Nanaimo Flying Club – Fly-in Pancake breakfast, poker run & more Nanaimo (Cassidy) Airport

John Hubbard email: nfc@shaw.ca

June 9 to 11

Lumby, BC

First Annual Lumby Air Races for hang gliders and paragliders Lumby Airpark

Randy Rauck (250) 547-6841 email: Randy@BeBOLD.com www.LumbyAirForce.com

June 17

Nanaimo, BC

EAA Chapter 679 – 2nd Annual Fly-in John Balogh (250) 741-1452 and Swap Meet Nanaimo (Cassidy) Airport

June 17

Williams Lake, BC

William's Lake Flying Club Fly-in All aviators are invited for this fun-filled Saturday.

July 5 to 9

Arlington, WA

Annual Northwest EAA Fly-in and Airshow Arlington Airport

Telephone: (360) 435-5857 email: flyin@nweaa.orh www.nweaa.org

July 14-16

Nelson, BC

Flightfest 2006 and Airport’s 60th Anniversary CZNL Nelson Airport

John Dale (250) 825-2235 email: jrdale@netidea.com

August 5

Victoria, BC

BC Aviation Museum Open House

Jackie Frampton email: jackie_frampton@shaw.ca

August 11-13

Abbotsford, BC

Abbotsford International Airshow

Tel: (604) 852-8511 www.abbotsfordairshow.com

Aug. 19 & 20

Pitt Meadows, BC

Regional Airport Day Aero Club Fly-in, camping, and Hangar Dance

Aero Club of BC Telephone: Peter (604) 465-8817 email: aeroclub@telus.net

August 23–26 Victoria, BC

Annual Webster Trophy Competition Victoria Flying Club

Graham Palmer (250) 656-2833

Sept 9

Victoria, BC

Victoria Flying Club 60th Anniversary Victoria Flying Club (250) 656-2833 Hangar Dance with live band music

Sept. 22-24

Oliver, BC

Seventh Annual Yak ‘Discovery’ Fly-in at CAU3 Oliver Airport

Paul Dumoret (250) 535-0395 email: 3bar@telus.net

In My Travels

by Larry Dibnah

Bell Model 47 Helicopter The Bell 47 has the distinction of being the world’s first helicopter certificated for civilian commercial use. Designer Arthur M. Young began work on the concept in the 1930’s for Lawrence Dale Bell, founder and chief executive of Bell Air and Bell Helicopter Company. However, the Model 47 prototype, based on Bell’s Model 30, was not completed or tested until 1945.

It wasn’t until 1946 that the Model 47 was approved and went into full production with the Bell Helicopter Company. The type remained in production until 1973 by which time 6000 Bell 47’s in various sub models had been produced. Several Bell 47’s are still in use around the world as trainers and as personal transportation.

Many visitors to the B.C. Aviation Museum readily relate our example of the Bell 47 to the popular 70’s TV show “M*A*S*H*” and I’m sure this is true everywhere. The Model 47 was indeed used by the U.S. military during the Korean Conflict where it quickly demonstrated its value as a med-evac aircraft among other duties. Other helicopter types were successfully used in the conflict but it was the small and maneuverable Model 47 that seems to have captured our imaginations. There was another Television program aired in the 1960’s entitled “The Whirleybirds” in which the Bell 47 played the leading role.

Among other achievements for the Bell 47 and the media, the type was the first helicopter in the world to transmit TV signals when in 1958 Los Angeles-based KTLA Radio made its debut in traffic reporting.

In British Columbia, Bell 47 helicopters were used for general transportation, emergency evacuation, fire watch patrols, etc. The type was utilized for just about every imaginable task from VIP transportation to search and rescue. BC operators even used the Bell 47 to pioneer the heli-logging techniques which are commonly used today.

The Bell 47 has a height of 9.1 feet, a length of 24.0 feet and a rotor diameter of 35.0 feet. Maximum weight is 2,850 pounds. Powered by a 175 hp Franklin engine, the Model 47 could climb at 860 fpm, reach a maximum speed of 105 mph and has a service ceiling of 10,500 feet. The Model 47 has a payload of 445 lbs.

References: The BC Aviation Museum World Wide Web Photos provided by Larry Dibnah and the BC Aviation Museum.

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ACCELERATED PRIVATE PILOT Groundschool July 10 - 28, 2006 Time: 0800-1100 DATE

TOPIC

INSTRUCTOR

July10

Canadian Aviation Regulations

Jason Ware

July11

Theory of Flight and Licensing

Jason Ware

July 12

Theory of Flight and Aerodynamics

Jason Ware

July 13

Airframes and Engines

Steve Mais

July 14

Systems & Flight Instruments

Steve Mais

July 17

Flight Operations

James Zacks

July 18

Navigation

Jason Stewart

July 19

Navigation

Jason Stewart

July 20

Navigation

Jason Stewart

July 21

Radio and Electronic Theory

Jason Stewart

July 24

Human Factors and Pilot Decision Making

Jason Stewart

July 25

Meteorology

Bryon Thompson

July 26

Meteorology

Bryon Thompson

July 27

Meteorology

Bryon Thompson

July 28

Meteorology

Bryon Thompson

Enroll with Dispatch: $250 plus GST

May Mystery Photo Guesses Well, no one hazarded a guess on this one - it's Revelstoke, CYRV. It looks like an exciting place to land, at least in summer!

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PRIVATE PILOT Groundschool

Achievements

Classes held Monday and Wednesday, 1900-2200 DATE May June

July

Aug

TOPIC

INSTRUCTOR

05 07 12 14 19 21 26 28

Theory of Flight & Licensing Requirements Aerodynamics Airframes and Engines Systems & Flight Instruments Meterology Meterology Meterology Meterology Meterology

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

05 10 12 17 19

Canadian Aviation Regulations Canadian Aviation Regulations Human Factors Flight Operations Flight Operations

Jason Ware Jason Ware Jason Stewart James Zacks James Zacks

24 26 31 02

Navigation Navigation Navigation Radio and Electronic Theory

Jason Stewart Jason Stewart Jason Stewart Jason Stewart

09

Review (Tower Tour if available)

Marcel Poland

14

Review (Tower Seminar/Written Seminar) Marcel Poland

31

First Solo Sean McNulty Saran Subramanian Courtney MacPherson Nicholas Lindsay Alexis Pryor Mark Windsor

CPL Written Exam Patricia Evans

PPL Written Exam Larry Michaels Bill Stephenson

CPL Flight Test Denise Ronnenkamp Bryan Most

PPL Flight Test Alex Salmaniw Cambria Hanson Jeremy Walz Jeff White Jeff Sargent

IFR Written Exam Etienne White

IFR Renewal Kati Joorisity

IFR Rating

HELP WANTED

Graham Palmer

IFR Flight Test

The Victoria Flying Club is looking for a part-time line person.

If you have an interest in aviation and would like to enhance your flight training goals, drop a resume off to Marcel at the Victoria Flying Club dispatch desk.

HELP WANTED

Vern Fischer

Night Rating Tristan Nano

Private Pilot License Jeff Lightheart

Instructor Rating Mina Katayama

CANADIAN AVIONICS & INSTRUMENTS Calgary Int’l Airport (403) 250-5665

Instructor Exam Adam Fras

Victoria Airport (250) 655-0665

BOB CAMERON President

9548 Canora Road Sidney, BC V8L 3R1

Tel: (250) 655-0665 Fax: (250) 655-0664 E: cav#2@islandnet.com

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Martin Mars/Port Alberni Fly-in: May 7/06 Forest fires are common in BC, but not all of them need to be obliterated. Many actually help the forest, burning off accumulated ‘biomass’ on the forest floor. But if a fire poses a threat to people or property, something has to be done.

Four Martin JRM3 Mars arrived in Port Alberni in 1959 with one mission: forest firefighting. According to Canadian Aviator, no major forest fire on Vancouver Island has got out of control since 1961. Two of the airplanes (Marianas and Caroline Mars) were lost in the 1960s, but the remaining pair – Hawaii and Philippine – have a stellar record.

I found this note on the planes from a 1977 children’s activity book, Kids, Kids, Kids and Vancouver Island: “These enormous water bombers would pass over my Sproat Lake house with such a roar I thought I was on the receiving end of a small hydrogen bomb. During the winter months these two red and white monsters are ashore, where visitors can walk under and around them, passing beneath the ominous 200-foot shadow of the wings and getting the sensation of being under an enormous predatory bird.

“When on bombing missions against forest fires, these planes swoop over the surface of a suitably-sized lake, gulp in 6000 gallons of water in 25 seconds, and then take off with that characteristic roar, the sound of their four 18cylinder engines creating 10,000 horsepower. Then the 30ton load of water is carried to a hotspot where, like pigeons and gulls and other birds, the load is dropped in three seconds. A splat from the biggest bird on the coast.”

So, which is which? The most visible difference is the tail: Hawaii’s is red and Philippine’s is white. The Website (www.martinmars.com) details each one’s characteristics.

Also, some fine articles have been published in the Victoria Times-Colonist and Canadian Aviator (I have the dates).

Philippine, registered C-FLYK, has longer-range tanks and a ‘side-drop’ water system.

Hawaii (C-FLYL) drops its load from the bottom of its hull; it has standard-range fuel tanks. I saw this one in action at the 1994 Comox airshow: it followed a team called Pitts and Pyro, who started a fire in the infield as part of their act. I got a great photo of Hawaii putting out the blaze.

Having grown up in logging towns (Sayward and Campbell River), I was happy to finally see these huge airplanes this year. Wil Teunissen, his friend Mark, Renate Herberger and I flew to CBS8 for the Alberni Valley Flying Club’s 5th annual fly-in and Mars open house. We rented a Cessna 172 (C-GZMA) and braved a few bumps along the way, arriving at lunchtime.

Unfortunately, neither Mars was on the water because of the wind: taking people out to the planes in an

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outboard would be a little rough. It was a fairly quiet day at the Club as only four planes made it in, and some people drove instead. CH TV was also there, but didn’t mention the Mars in their report. I saw at least one biplane, apparently from Campbell River.

A club member drove us to Sproat Lake. I’d expected to see a sign saying “Martin Mars: one mile” or something similar, but there wasn’t anything like that.

The first thing I noticed was the shape of the hull.

These are flying boats, not amphibious landplanes, so they have very nautical ‘lines’ (look at the Grumman Goose, etc., amphibians for a similar design). Mars are 120 feet long, and 200 feet from wingtip to wingtip. The weight is similar to a Lockheed Hercules: 162,000 pounds (the Herc is 165,000). The Spruce Goose may be bigger, but these two are the largest operational flying boats in the world.

Our guide was Capt. Steve Wall. Mars pilots are one of the most exclusive pilot groups in the world. How many pilots have qualified to fly this plane over the years? Less than 50.

We posed for pictures in the very tail of the plane (watch your head!) and even in the pilot’s seat. There are also spotter windows at the tail, so you can look outside and check the exterior (are the engines leaking oil, etc.).

The noise level is incredible, according to Steve, and normally the headsets are turned up all the way.

Back at the Club, the members were fine hosts, and put on an equally good barbecue. Inside the hangar, a video described the Mars, its history and features.

I enjoyed the day, and I’m glad we were able to get there. I would recommend at least 3 hours on the ground – one for the planes and the rest to see the video and enjoy everything without being in a big rush.

Many thanks go to the AVFC, particularly the member who sold me his Mars pin. (Sorry, I didn’t get your name.)

Coming just a few days after a fatal accident, I wasn’t sure if the fly-in would go ahead, but it did as a tribute to the two who were lost. Donations are being accepted for a bursary in the name of one of them. I encourage you to remember them.

by Roving Reporter Marie Woodruff

A cc ommo da tion f or Ren t Deep Cove, 7 minutes drive from airport.

Suite for rent, 900 sq feet, one bedroom, NS, cat okay.

Total privacy on large forested acreage. $750 month, long term. Available immediately.

250.656.1312 or email reh@uvic.ca

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.

Just Imagine! If 100 members spend $100 per month at Thriftys, VFC could award $6000 per year in 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!

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

Smile Card total to date $1180

R O YA L PA C I F I C MAINTENANCE LTD.

CALL

Mitchell Holme Cessna Parts, Sales, Service and Aircraft Maintenance General Aviation Services Victoria International Airport 9552 Canora Rd T: 250 656-7322 E: service@royalpacificmaintenance.com Toll free Parts line: 1-877-2CESSNA (1-877-223-7762)

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Crosswind Double Cross ross wind take-offs and landings can be challenging; if you don’t keep your skills polished, your ability to compensate for a crosswind will deteriorate. AIR 2.2 in the Aeronautical Information Manual states that 10% of all light aircraft accidents result from pilot failure to compensate for a crosswind on landing.

C

Light aircraft manufacturers are required by law to design their aircraft to handle a 90° crosswind equivalent to 20% of the aircraft’s stalling speed. In any aircraft Pilot Operating Handbook (POH) is a published maximum demonstrated crosswind velocity. This is quite simply the maximum crosswind at 90° that a test pilot demonstrated, and is the velocity that the manufacturer feels a pilot with average skill can handle safely. It is important to note that this value is not a limiting factor; aircraft crosswind capabilities are based on pilot skill; some pilots may be able to handle more than the published value, and some less.

The proper crosswind take-off technique is to align the aircraft on the runway centerline with the ailerons positioned into the wind. As the throttle is opened and the aircraft begins to accelerate, the input is gradually feathered out. This technique keeps the windward wing down, thereby preventing the wing from rising prematurely and the aircraft from losing directional control. I often compare this situation to how a wheelbarrow turns; by rolling the wheel onto its sidewall, the wheelbarrow tracks a curved path in the direction of roll.

Additionally during take-off, the aircraft should be accelerated to a speed slightly greater than the normal rotation speed by holding the nose lower than the normal takeoff attitude. This is done to allow for a crisp rotation into the air, thereby preventing the aircraft from skipping sideways or resettling after takeoff. Once airborne, the aircraft should be crabbed into the wind during climb-out; slipping during climb should be explicitly avoided.

During a strong wind, or crosswind approach to landing, the use of flaps should be minimized. This is done to maintain the correct approach angle as the use of flaps

Graham Palmer VFC/CFI

Squawk Ident in a strong wind results in an excessively steep approach angle. This ‘elevatoring’ approach makes a flare to touchdown riskier than necessary; it’s difficult to arrest the rate of descent when in this configuration. I often say to my students that the windsock tells you how much flap you need; fully out: no flap, partially out: 10° - 20°, limp: full flap.

Throughout the majority of a crosswind approach, a pilot should maintain a crabbed angle to the runway; should the aircraft lose runway alignment, a slip can be made to laterally offset the aircraft into the correct position.

When the aircraft comes within a few hundred feet of the ground, the pilot can enter into a sideslip in order to align the aircraft’s longitudinal axis with the runway centerline. This input should be held through the flare and into the touch down; the windward main wheel should touch first, the downward main wheel second, and the nose wheel third if in a tricycle geared aircraft. A common crosswind landing error is for a pilot to release their crosswind input as the aircraft touches the ground.

This is normally where directional control is lost, and the aircraft exits the runway in a less than dignified manner.

To prevent this from happening, one must always remember to maintain wind inputs until the aircraft is stopped and shut down.

Even with these techniques firmly in mind, crosswind incidents still occur because pilots don’t hone their crosswind skill on a regular basis. Many pilots cancel their flight if the wind exceeds a certain threshold; this is a recipe for disaster because you never know when the wind may pick up. After all, you may depart on a flight one day, only to return to a crosswind greater than your threshold.

If you haven’t practiced crosswind take-offs and landings recently, I strongly urge you to make a booking next time the wind picks up. In most cases I’ll guarantee that an instructor here will be willing to fly!

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THANK YOU TRIDENT FURY Things are a bit quiet around Victoria International Airport now that Operation Trident Fury 2006 has wrapped up its activities. For two action-packed weeks, nine military aircraft and hundreds of personnel from three nations called our airport home while participating in exercises off the West Coast and over the interior of BC. These activities generated a lot of interest and excitement around YYJ (not to mention economic benefits) and we certainly hope that Victoria can host similar operations in the future.

From May 8th to 19th, hundreds of local aircraft enthusiasts crowded the fence lines around the airport to watch six F-15’s of the US Air Force, two Grumman E-2C Hawkeye’s of the US Navy, a Boeing E-3D Sentry of the Royal Air Force and two Sea Kings of the Canadian Forces depart and return a couple of times daily during Trident Fury. A Canadian Forces Airbus 310 transport and CF-18 and a US Navy C-9B Skytrain II logistics support aircraft also put in brief appearances.

Among the spectators, VFC members Tristan Nano, Bill Stewart and Colin McCann took many excellent shots of the aircraft involved in the military exercises.

Here are but a few examples of their photos. It was hard to choose from their collections. You can almost smell the jet exhaust and feel your chest cavity tremble.

Enjoy. LD.

F-15s break-off

Grumman E-2 Hawkeye

by Bill Stewart F-15 touching down F-15 with afterburner

by Colin McCann

Cont’d P 15

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TRIDENT FURY

cont-d

by Tristan Nano

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15

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Total Retail Value

$264.65

Package Price: $200 A

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IslandBlue R E P R O G R A P H I C S A N D A R T S U P P LY C E N T R E

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Open 8am 4pm daily

in the Victoria Flying Club

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

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250.655.9395

905 Fort St (at Quadra) Tel: 250.385.9786 Toll free: 1.800.661.3332 E: repro@islandblue.com FTP: ftp.islandblue.com Web: www.islandblue.com