Patricianmar06

Victoria Flying Club

March 2006

Inside

The Grad Class of 2005 pose with their instructors at the annual Wings Banquet, held in February

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3

5

6

7

11

13

16

Short Final

Letters to the Editor

Bears Air

Looking Back

In My Travels

Income Tax Form

Squawk Ident

For Sale

Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

MARCH 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, March 22, 2006.

Board of Directors President Vice President Treasurer Secretary Directors

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

General Manager Chief Flying Instructor

Gerry Mants Graham Palmer

1852 Canso Road Victoria, BC V8L 5V5

Phone: Fax: Email: Web:

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

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

I was about to say that spring had sprung except for that brief snowfall on the 23rd of February, not to mention another one as I write on February 25th! Well, the weather hasn’t been all that bad for the time of year – lots of cold, clear blue skies lately after all those gales. And daytime VFR now extends till ‘way past 6PM, so summer is a comin’.

The Club is celebrating its 60th anniversary this year, and guess what?

When VFC was formed, Orville Wright was still alive! He died in January 1948 having seen the birth of aviation right through to the first jet planes. It’s pretty special to have been in existence while the very first pilot ever was still around.

Webster Trophy We’ve had our share of winners in this big contest starting with Tracy Biddle in ’93, Graham Palmer in ‘95, and Yorgo Roumanis in 2005. And now, in our anniversary year, we’ll be hosting this memorable event. The contest is held on August 23, 24 and 25 with a wrap-up celebration held on Saturday the 26th. The finalists will be here ahead of time to take familiarization flights with the CFI. Let’s all be as helpful and welcoming as we can be – we’ve got a great Club, so let’s show it off.

Smiling all the Way to the Bank VFC is very excited to be part of Thrifty’s Smile Card program. Thrifty’s donates 5% of your total grocery purchase to the Club and this could provide substantial funds if you use your Card. It’s easy! All you have to do is put a sum of money on the card either at the Service Desk or at the Checkout before your groceries are rung through. The card is swiped and the balance remaining is printed at the bottom of your receipt. When the Smile Card gets low, fill it up again and help Thrifty’s and VFC to create new bursaries for deserving pilots. And while we’re at it, be sure to check out the BIG ALTIMETER in Dispatch. It will show the current total received from the program. We owe a round of applause to Marcel for the idea, to Jos for getting the huge enlargement and to Rob Shemilt of Island Blue for mounting it free of charge. All three do a great deal for the Club. And this is not to mention my husband Robert who filled the basement with dust while making the hands and hanging frame.

The Elwood White Collection

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

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To help celebrate our 60th, Elwood White and Peter Smith have given their time and the use of photographs chronicling the development of the airport and VFC. The first batch of interesting photos should be on the wall in the lobby soon and my plan is to put up several different displays during our anniversary year.

We are very grateful to Elwood and Peter, co-authors of Wings Across the Water, available at the Pilot Shop.

Dear Readers, I am off to Scotland for three weeks and Larry Dibnah will be taking over editorial duties for the April Patrician. So, until mid-April, please send your Mystery Photo answers and any other comments to: Larry Dibnah E-mail Address: Larry_Dibnah@telus.net.

Letters to the Editor Canadair Northstars Eleanor, I read with interest Larry Dibnah's piece on Canadair's Northstar version of the DC4. By coincidence I have recently researched BOAC's fleet of these aircraft which were dubbed Argonauts by the British flag carrier. BOAC purchased 22 Argonauts/Northstars and all were pressurised. Between 1949 and 1960 they were used on the North Atlantic and the Far Eastern routes. It was a decade of great change in civil aviation with the introduction of first the Comet and then the 707 to replace the prop driven aircraft. It is therefore surprising that the Argonaut/Northstar remained in service as long as it did and in the process outlasted the Stratocruiser and Constellation. This longevity was due in part to a large presence of ex military engineering staff who were familiar with the foibles of the ubiquitous Merlin engine!

By the late 50's they were being sold off to the likes of East African Airways, Aden Airways and the Rhodesian Air Force and I came into contact with them in the mid 60's whilst working for Derby Airways aka BMI. At the time they were used for charter work. Alas one of their 3 Argonauts was involved in a major incident at Stockport on approach to the nearby Manchester airport in 1967. That effectively brought their illustrious careers to an end in Europe but as Larry mentioned, the sound of those Merlins would never be forgotten.

Alistair Crooks I asked Alastair if I could put his interesting and informative letter in this issue of the Patrician and this was his gracious reply: "Be my guest. It is my pleasure to support your excellent stewardship of the Patrician."

- Ed Hi Eleanor, This airport looks like Tofino.

I was surprised to learn of the hefty landing fee; almost half that of YVR's with less than 1/100th of the services and certainly little, if any, maintenance (and no winter maintenance).

Cal Hi Eleanor, The February mystery of the month picture is of the Tofino airport.

Cheers, Jose Bingham Hi! That airport is Tofino, CYAZ . I do enjoy reading the Patrician.

Harold Locke, Member VFC and BBFC

Hi Folks The mystery airport looks to me like Tofino. Never been there, just a guess. Judging by the shadows the photo is looking to the north, putting the ocean to the west, and yep, that does look like Long Beach.

Cheers Colin Williamson Hi, Eleanor.

I enjoyed the article about VFC (and your picture) in the YYJ newsletter, On Approach.

Mystery place: I believe that's CYAZ. Keep up the great work on the Patrician. I always look forward to it. Bravo (Brava?) and thanks...

Marie W. It looks like CYAZ Tofino.

Bill Stephenson

February Mystery of the Month "This is CYAZ, Tofino, photographed on a fine September's day, looking north over the field."

Many thanks for all the educated guesses and the kind compliments. The answer is CYAZ, Tofino, photographed on a fine September's day, looking north over the field. Now check out the March Mystery Photo and tell me where it is! And remember, I'm always happy to hear from anyone, any time. To all who read The Patrician, don't hesitate to e-mail me your comments.

Ed

3

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Have you ever looked closely at the seat that you sit in? Have you ever been climbing out on rwy heading and needed an extra inch forward to get good rudder pressure? How about when you shut down and are trying to move the seat back? Cessna seats have many functions that you should know about. On your next walk around make sure you have a good look at them and ensure they are adequately adjusted so you can see properly and reach those vital pedals and throttle. If you have any questions about how

they operated or need a pillow – feel free to ask.

at the

Pilot Shop save yourself a bundle!

All Culhanes reduced by 40%

March

Mystery of the Month Name this busy Canadian airport just 32 NM from CYYJ.

Send your educated guess(es) to Larry_Dibnah@telus.net. (temporarily until mid-April until Eleanor is back from Scotland) photo credit Southwest Zone Casara

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

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

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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)

A HOMEBUILT WORTH A LOOK nyone reading articles like this has seen his or her share of homebuilt airplanes by now. If you think back to the early examples you’ve inspected, you may recall how initially you were intrigued that aircraft could actually be built in someone’s garage or hangar.

After getting used to the idea, you could pick apart and even be critical of projects that were a little sloppy or had that “not quite finished” appearance. They looked amateur built. Cessna, Beechcraft and Piper products had the professional market cornered. The instruments were matched and new, the upholstery and paint perfect, and all the lights, bells and whistles fit. They were not just add-ons.

A

Occasionally an immaculate, well equipped example of a homebuilt kitplane comes along, and the production models take a back seat. Such was the case when John Richardson of Kamloops, British Columbia rolled his Turbo Pelican out of the hangar in November of 2003.

He’s a perfectionist when it comes to details in his projects. Although this is his first full-size airplane, John’s interest in building began several years earlier with models. After completing and customizing a few which required the production of all the inner parts, ribs, spars, stabilizers and coverings, he thought “what could be so hard about simply scaling up and building a full size model ?”

It was in the late 1990’s when he researched designs, with primary consideration for fuel economy, side by side seating, and the freedom to customize and finish the aircraft to his own likings. John chose the Pelican with the Rotax 914 engine and constant speed prop. The advantages of economy, good speed and performance, the seating arrangement, and the fact there was a Rotax dealer in Vernon, just 60 miles away, all figured in the decision. Some of the component work was completed at the Ultravia factory in Quebec. John states that the wings were quite simple and straightforward. Much of the non structural details and finishing are left for the builder. A creative mind is required. Some of the credit in that department goes to Rick West, another Kamloops pilot with plenty of advice and hands-on building experience. His assistance was extremely helpful in the

BEAR’S AIR

by Barry

Meek

last six months of the building process.

John will admit to six figures when discussing the final cost. A large portion of that involved all the electrical work which was done by Inland Communications of Kamloops. It sounds high for a two place homebuilt, but much of it is wrapped up in the instrumentation, the engine and turbo monitoring devices, radios, prop and superb finishing. He’s worked out some cooling problems that seem to plague many homebuilt airplanes, and now regularly flies above 10,000 feet (there’s an on board oxygen system) with ease and comfort. It’s a smooth ride, such as a passenger in a Dash 8 would get with a big turbine engine out front.

It took almost four years working “bankers’ hours” to complete the aircraft. In February of 2003, it looked virtually complete and visitors would remark that the inaugural flight appeared mere weeks away. John privately figured on late spring. In fact the maiden flight didn’t occur until the end of November that year. The last ten percent seems to take ninety percent of the time.

His approach throughout the project was to set goals to complete one small component or part each day. He always set the standards for the daily goal at a very low level so there was every chance it would be achieved. Every day then became a success, and anything accomplished over-andabove that was a bonus. He says that if you’re constantly thinking of the completed airplane, you’ll just be overwhelmed and discouraged much too often.

This is one homebuilt that is definitely worth a look. John can be contacted by e-mail. j_richardson100@hotmail.com State PELICAN as your subject.

Barry Meek bcflyer@hotmail.com

5

LOOKING BACK Al Whalley Looks Back.

A post-war fly-in at VFC.

Photos are from the Elwood White collection with thanks

Photo #1 0228C in front of VFC hangar - 1947/48?

Foreground to back, Fleet Model 80 Canuck Piper PA-II Cub Special Fleet Model 80 Canuck Fleet Model 80 Canuck Fairchild M62A3 Cornell Unidentified (could be a Luscombe)

also to Peter Smith for sending them in. Elwood and Peter are the authors of Wings Across the Water, Victoria's flying heritage.

Photo #2 looking northwest- 1947/48? Old military tower and Cansos in the distance on the North side. front row - closest to camera, left to right Cessna T-50 Crane Fairchild M62A3 Cornell second/middle row, left to right Piper PA-11 Cruiser Faircchild M62A3 Cornell Piper PA-11 Cruiser Four DeHavilland 82C Tiger Moth 6

third row, left to right Luscombe Model 8A Silvaire Fairchild M62A3 Cornell Luscombe Model 8A Silvaire

In My Travels

by Larry Dibnah

Luscombe-8A/E Silvaire The Luscombe Airplane Company began building aircraft in the early 1930s.

There were a few manufacturers of light aircraft during this time period but Luscombe and Cessna seemed to be in a horse race to capture the greater part of the private aircraft market. I’ll be writing about the Cessna 140 in a future issue of the Pat but it was this aircraft that posed the greatest competition for the Luscombe 8A. Although the Luscombe Model 8A was first flown long before 1946, I thought it would be appropriate to make mention of her important contribution to civilian flight training here on the West Coast during the 1940’s and 50’s.

The Model 8A was in production from 1939 until 1948, with the exception of WW2 when production halted. Many changes were made to the Model 8 during this production run.

In 1946 Luscombe introduced the all-metal Model 8E in order to compete with the popular Cessna 140. The sturdy, all-metal feature was intended to appeal to the post war private owner and flying school market since, theoretically, operating costs would be less. Also, Luscombe 8E production units had either 12.5 or 15 US gallon wing tanks which replaced the fuselage tank of earlier models. Several Model 8A’s were then retro-fitted with the all-metal wings.

Locally, a gentleman by the name of Bill Sylvester bought two Luscome 8A’s in 1939 with plans to combine a small airline with his already thriving U-Drive automobile rental business in downtown Victoria. Sylvester had to postpone his airline plans when Canada entered into World War 2, however, so he stored his two Luscombes on the roof of his U-Drive business. Passers by would take special interest when he would routinely warm up the aircrafts’ engines.

After the war had ended, Sylvester’s application for a Class 4 air charter license was approved and thus began BC Airlines Limited. Sylvester’s two Luscombes, CF-BPA and CF-BSR were pressed into service in late 1945 with BC Airlines Ltd. flying school. One of the aircraft was eventually fitted with pontoons for floatplane training. Even Vancouver U-Fly, Sylvester’s main competitor, added a Luscombe to their fleet of Cessna 140’s and other aircraft.

Together with its Cessna competitor, the Luscombe model 8 series eventually replaced the tired old, fabric-covered Tiger Moth, Aeronca and Piper trainers at flying schools and clubs throughout Canada. It can be said that the Luscombe Models 8A and E pioneered the all-metal light aircraft technology that is commonplace today.

Cessna eventually became the predominant light aircraft manufacturer with its successful tricycle landing gear feature while Luscombe production faded due to dwindling interest. Several Luscombes are still flying today, however, with a few modifications and may be seen at small community airfields and fly-ins all over North America.

Photos provided by Larry Dibnah and the BC Aviation Museum.

References: BC Aviator Magazine – Vol. 1 #2 & #4, Vol. 2 #2 & #3, Jack Schofield, Editor Luscombe Aircraft History, World Wide Web 7

Wings Banquet The 2006 Wings Banquet was a sold-out affair with a large number of grads and their families filling the Wardroom at CFB Esquimalt. After cocktails and an excellent dinner, and following a few mercifully short speeches, the eagerly anticipated licenses and awards were handed out. CFI Graham Palmer outdid himself with a very funny speech before beginning the announcements.

Etienne White receives the Claude Butler Award

Altogether, the Club handed out two RPPs, a whopping 32 PPLs and 10 CPLs. There were also two VFC Aerobatic Endorsements and three Instructor Ratings bestowed.

The Betty Wadsworth Bursary went to Chris Mathison, who also received his PPL at the banquet and the Claude Butler Bursary was awarded to Etienne White. For the first time, a brand new award was presented, the Cooper-Slipper Bursary, in honour and memory of Mike Cooper-Slipper, DFC. Mike’s son Chris was on hand for the presentation.

Further distinctions were the Top Pilot Award, and the Top Flight Test, both won by Mitch St. George. Mitch tied with Darcy Eyres for the Top Written. These prizes also carried the happy bonus of flying time in a Club 172.

Mitch St. George - Top Pilot

Chris Mathison, winner of the Betty Wadsworth Bursary

The splendid evening was topped off with a wildly funny speech by that great raconteur, Jack Schofield. What a lot of amusing stories Jack carries around in his head, and there are even more of them in his two books, Flights of a Coast Dog and No Numbered Runways.

Congratulations to all the 2005 Grads – the 2006 Wings Banquet was in your honour.

“Right Seat” Groundschool Sunday March 12th, 1-5pm This course is for non-flying companions and will cover all the basic safety, radio and landing techniques.

Some flying is recommended and can be arranged as convenient with any instructor.

Hosted by CFI Graham Palmer

8

Mrs. Cooper-Slipper and her son Chris present the first annual Mike Cooper-Slipper Bursary to Graeme Ferguson.

Mountain Groundschool Also, we will be running a mountain groundschool soon to prepare our pilots for longer summer trips.

Date to be announced.

Contact Dispatch for enrollment.

PRIVATE PILOT Groundschool

Classes held Monday and Wednesday, 1900-2200 DATE

TOPIC

INSTRUCTOR Jason Ware

20 22 29

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

Jason Ware Steve Mais Steve Mais

Apr

03 05 10 12 17 19 24 26

Canadian Aviation Regulations Canadian Aviation Regulations Meterology Meterology Meterology Meterology Meterology Human Factors

Jason Ware Jason Ware Bryon Thompson Bryon Thompson Bryon Thompson Bryon Thompson Bryon Thompson Jason Stewart

May

01 03

Flight Operations Flight Operations

James Zacks James Zacks

08 10 15

Navigation Navigation Navigation

Jason Stewart Jason Stewart Jason Stewart

17

Radio and Electronic Theory

Jason Stewart

24

Review (Tower Tour if available)

Marcel Poland

29

Review (Tower Seminar/Written Seminar) Marcel Poland

Mar

15

New Members!

Torben Werner Austin Mayo Sandy Crevolin Alexis Pryor Ben Driesen Brian Coleman

“…...the workin’ folks car & truck store”

Achievements PPL Flight Test Russ Kerr Ingrid Walker Private License Mitch St.George Shannon Hanzek Ron Ducharme PPL Written Exam Sean Morris First Solo Ted Krasowski Rod Payne Multi-Engine Graham Palmer CPL Written Exam Bryan Most Vincent Vialaret Class II Instructor Marcel Poland CPl Flight Test Marohl Kuhl Commercial Pilot License Marohl Kuhl Instructor Written Exam Mina Katayama

Angus Forsyth Morley Anderson Ben Johnson Andreas Ruttkiewicz Cris Morin

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www.car-corral.com

9

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.

Smile Card total to date $485

Pick up cards for your family and friends too.

This is a great opportunity for VFC members.

We thank you for your support!

fly-in

Alberni Flying Club

erni Regional S8) b l B A C ( Airport. the t a Fly-in Sunday May 7, 2006 10:00am to 4:00pm.

SPECIAL ATTRACTION: Escorted tour of the Martin Mars Waterbombers based on Sproat Lake.

Refreshments will be served at our clubhouse and fuel is now available at the airport.

fly-in

FOR FURTHER INFO CONTACT Darren Hansen @ (250) 724-9626 Cell (250) 735-0443 or Email: alberniflyingclub@shaw.ca.

Updates and info available @ http://alberniflyingclub.blogspot.com 10

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

Your tax receipt will be prepared by February 28th.

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

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

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

Allowable deductions:

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

Licence or Endorsement:

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

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

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

$250.00

$___________

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

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

$495.00

$___________

Ground school Retread

$ 50.00

$___________

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

Other Ratings Rating:______________________ Hours: Dual____________ Solo___________

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

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

____________________________ Date

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

For Office Use Only Date received ____________________ Course _____________________________ Hours:

________________

Dual $______________

________________

Solo $______________

Ground Briefing:

________________

Dual $______________

Ground school: $______________ Total Hours Claimed: ____________Private _____________

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ILLUSIONS CREATED

BY DRIFT e’ve all had the experience of stopping at a red light on a two-lane road, and as we wait for the light to change we notice that the car next to us rolls backwards. We perceive that we are moving forward; we instinctively stab the brake pedal harder. In this case, we just fell victim to and reacted to an illusion created by movement.

W

In an aircraft, similar illusions can happen to us; but this time, movement comes from wind drift. We may be in coordinated flight, but a turn from into wind or from downwind can result in undesired drift. This drift may lead us to believe that our aircraft is un-coordinated, but in fact is only not achieving our desired turn performance. Reacting to this drift may cause us to bring the aircraft out of coordination by cross controlling our aileron and rudder inputs. Done during a critical phase of flight such as take-off climb to crosswind, or base leg to final, this may result in a stall or spin. Close to the ground a stall or spin can prove fatal; we’ve all read and heard about these types of accidents.

The fundamental problem with a turn from upwind to crosswind in a high wind condition is that the aircraft will drift to the inside of the turn. A pilot may believe that the aircraft is slipping into this turn compromising the desired turn performance. Because drift is to the inside of the turn, the pilot may depress top rudder in an attempt to push the aircraft back to the outside of the turn. This reaction may be exacerbated if the aircraft is drifting toward an obstruction. If this ‘cross-controlled’ configuration is entered during a low speed climb with a steep bank angle, there is no doubt that a stall and spin will result. This is due in part to the fact that in a climbing turn to the left for example, the right wing has a higher angle of attack. If right rudder is depressed in this turn, the pilot will induce right yaw which sets the aircraft up for a stall / spin to the right.

Another hazardous situation results when the aircraft is turning from downwind onto base or final. In this case, the pilot may find himself being blown to the outside of the turn. While the pilot may perceive that the aircraft is skidding, the reality is that the pilot is not achieving his desired turn performance. Because the aircraft is being blown to the outside of the desired turn the pilot may, while banked, attempt to increase the turn rate by

Graham Palmer VFC/CFI

Squawk Ident depressing rudder in the direction of the turn thus placing the aircraft into a skid.

This skidding turn will induce excessive roll in the direction of the turn. In an attempt to prevent this roll, the pilot may apply aileron opposite the direction of the turn. This cross-controlled configuration will place the aircraft in a precarious and dangerous position because in a descent, the low wing has a higher angle of attack; opposite aileron will increase the angle of attack.

Rudder, or yaw, in the direction of the turn will induce the ‘stall-spin’.

While these conditions are plausible, and do lead to many accidents across the country annually, here are some pointers to prevent these occurrences. During a climb from take off into a strong wind, expect drift into the direction of the turn. Plan to fly farther up-wind, and when entering the turn use a shallower bank angle than normal. This remedy should achieve the desired turn performance, but will not cancel the illusion of a skid. It is still important to monitor airspeed, coordination and bank angle. When planning a turn from downwind to base and final in a high wind condition, plan to turn earlier than you normally would and use a steeper, but coordinated bank. When scanning between internal and external references look well ahead of the aircraft; do not scan objects in close proximity to the aircraft, as drift is more apparent here.

The bottom line is coordination, coordination, coordination; I see many pilots become lazy with their feet and allow the aircraft to slip and skid as they maneuver. If you could target one flying skill in 2006 to become a more accurate pilot, I would suggest you include the turn coordinator in your instrument scan as much as you scan your airspeed indicator.

Doing so will improve your flying skill dramatically.

coordination

coordination

coordination 13

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Package Price: $200 Like New

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

New upholstery.

Email enquiries to rosanneanddon@aol.com for details.

14

The Victoria

Flying Club

is seeking a part-time

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

See the world… from our point of VIEW!!

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

Discovery Ride

$

Intro

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

The position provides approximately 8 hours a week on weekends

99 95

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

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

VFC

drop in with a resume Mon thru Sat.

Aerobatics

DISPATCHER

Please contact Joscelyn or Gerry at 656-2833 or

Wouldn’t you rather be flying?

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

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

386-4466

Call Dispatch at the club for further information

656-2833

#202-31 Bastion Square Victoria BC V8W 1J1

15

For Sale* *see February Patrician for other ads

1966 Mooney M20E, Super 21 Engine IO360, 200hp with brand-new McCauley Scimitar, three-bladed propeller.

Time SMOH on steel cylinders – 500 hrs. Time SMOH on bottom end – 1500 hrs.

Fuel Control Unit and injectors overhauled in December, 2004.

New Fuel Pump installed in October, 2005.

Avionics include: Annual completed in December, 2005.

Airframe All ferrous material was either de-corroded or replaced.

New paint in May, 2005.

New interior fitted in 2003.

Landing Gear New gear pucks installed December, 2004.

Price: New brakes installed December, 2004.

Avionics Contact: New Garmin digital transponder installed October, 2005.

New KX155 Nav/Comm installed in June, 2005.

A

OM RO

HA WI T

VIEW…AND AIR PLA NE ST

OO !

1- KX155 Nav/Comm 1- Bendix/King KY150 Comm 1 Bendix T12C ADF 1 Garmin 195 yolk-mounted GPS 1 Apollo IIMorrow LoranC 1 Pointer C-4000 ELT $89,900.00 Danny Bereza Phone: (250) 334-3664 E-mail: danbereza@shaw.ca

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

BOB CAMERON

Open 8am 4pm daily

in the Victoria Flying Club

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

Victoria Airport (250) 655-0665

LICENSED

250.655.9395

President

9548 Canora Road Sidney, BC V8L 3R1

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