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Victoria Flying Club

February 2008

Inside

Michelle Philp sent this photo from Fort St. John, CYXJ, of sun dogs and halo around the sun, caused when the sunlight is refracted off ice crystals in the air. That's a Jazz Regional Jet about to taxi after being de-iced.

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Short Final

Letters to the Editor

Bears Air

In My Travels

Income Tax Procedure

100 Years of Aviation

First Canadian Flight


Eleanor’s

The

Patrician

S hort F inal

Newsletter of the Victoria Flying Club

FEBRUARY 2008 Editor:

Eleanor Eastick PatricianEditor@shaw.ca Advertising inquiries: Bob Mace (250) 361-6996 or bmace@shaw.ca Publisher: Seaside Designs seasidedesigns@shaw.ca (250) 383-7777 Published monthly. Unsolicited articles welcome. The deadline for submissions is Thursday, February 21, 2008.

Board of Directors President Vice President Treasurer Secretary Directors

Paul Levie Doug Marin Lloyd Toope Colin Dormuth Jim Sutherland Don Goodeve Eleanor Eastick Dennis Arnsdorf

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.

the right marketing solutions for YOUR business. Call today. 250.383.7777 seasidedesigns@shaw.ca seasidedesigns.net

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Here we go into February and the days are growing perceptibly longer. According to psychologists, the last Monday of the last full week in January is the most depressing day of the year. So thank goodness that’s behind us now. It IS getting lighter; it IS getting brighter. It’s been cold, but it has been clear a lot of the time, and that makes for good flying.

Sundogs The splendid cover photo of sundogs was taken by Michelle Philp, a former Club member who is now in Flight Services in Fort St. John. Sundogs typically, but not exclusively, appear when the sun is low, e.g. at sunrise and sunset, and the atmosphere is filled with ice crystals forming cirrus clouds. When the sun is low, the two sundogs are located on the circle of the 22° halo. As the sun rises, the sundogs slowly move along the parhelic circle away from the sun, finally to vanish as the sun reaches 61° over the horizon. Is that too cool or what?

Flying High with Jetstream Cold Lake, AB - Vancouver-based Paperny Films has produced Jetstream, an 8 x 60 documentary for Discovery Channel Canada. This series was 35 weeks in the making. The $3.5-million series - financed by Discovery - follows six recently graduated Canadian fighter pilots selected specifically to learn to fly new state-of-the-art fighter jets over eight months. According to executive producer Cal Shumiatcher, the access given to Paperny by the military for the project was “unprecedented,” but it took about 18 months of negotiations to work out. “It was a matter of winning their trust,” says Shumiatcher. “They’ve seen our historical military documentaries [such as Victory 1945], and know that we tell an even and entertaining story. I think they want the human side of this story told. For an eight-month period we will be living cheek-by-jowl with these fighter pilot trainees and their instructors. “ Jetstream was shot at the Canadian Air Force’s 4 Wing Cold Lake Airbase in Alberta and is now being shown on Discovery Channel on Tuesday evenings.

First Victoria Aerodrome It was 79 years ago that Victoria first got a proper aerodrome and the era of commercial flight was ushered in. BC Airways opened its facilities at Lansdowne Field on January 29, 1929; the opening of the “large, ideal flying field” was attended by a few hundred people who braved the lousy weather. Acting Mayor, William Marchant, who officiated at the ceremony, declared that flying was here to stay, although he preferred to keep one foot on the ground.

He did, at least admit, that flying would be a great delight to many!

SEASIDE designs & photography

Now let’s hope for blue skies in these longer days so we can take our delight…………….


Letters to the Editor Hello Readers! Here’s one more letter and some highly interesting information on the December Mystery Aircraft, the Avro Arrow - Ed That’s the ill-fated CF-105 “Arrow”, built by A. V. Roe Canada [originally government-owned Victory Aircraft in Malton, just outside Toronto, later bought by Hawker-Sidley of Britain and renamed A. V. Roe Canada]. Canada scrapped the program and destroyed the prototypes due to a combination of Chippy leadership at AVRO, budget constraints, and American military industrial pressure. In its place, Canada bought used CF 101 voodoos. Following the collapse of the Arrow program, many AVRO staff joined NASA. The legacy of the Arrow survives, apparently, in the almost identical cockpit of the US SR 71 blackbird. Full scale replica of #201 at Toronto aviation museum

Kelly Flannigan

And on to the January mystery, the beautiful and elegant Beech Staggerwing. Many thanks to all who wrote.-Ed This month’s aircraft is a Beech Staggerwing specifically NC51121 http://www.popularaviation.com/PhotoGallery/4416.JPG Scott Brynen

If I was staggerwing plane A staggerwing painted red I’d fly over to your house, baby Buzz you in your bed If I was a taperwing A taperwing painted blue I’d be barrell-rolling over you. Cheers…….Colin Williamson Now here’s a welcome surprise – a letter from the selfdescribed Norwegians in Canada, the Olsens! -Ed Hello Eleanor! I just had to weigh in on the mystery plane this month. After all my great boss, Mr. Gerry Mants, used to let me out of the office and onto the ramp every time one of these great airplanes taxied by! It is, of course, one of the most beautiful aircraft in existence (in my opinion) the Model 17 Beech Staggerwing. This aircraft, first produced in 1933, has a top speed of over 300km/h. It was used not only as a private aircraft but also by the US military as a light transport for troops during WWII. It has never been a ‘cheap’ aircraft to own or operate, but definitely one to be proud of! We hope that everyone had a wonderful Christmas and we wish everyone a wonderful New Year. We think of you all and the club often. Andrea and Bjorn Olsen. P.S. We will send pictures of Erik and his new little brother or sister when he/she arrives in February!

The Mystery plane is the Beech Staggerwing, referred to by one author as “The Rolls-Royce of biplanes”. Marie.

Thank you both so much for writing. We can hardly wait for the pics of the new baby – and maybe a photo of the whole Olsen family for the Pat???

Hi Eleanor Our mystery plane is a nice red Beechcraft Staggerwing. An absolutely beautiful machine. Perhaps the club could get one? :-)

The Beechcraft Staggerwing – Model 17R Cal M (a man of few words!-Ed)

What you may not know is that Mark Knopfler wrote a song called Red Staggerwing and performed it in 2006 as a duet with Emmy-Lou Harris; each singing alternate verses.

Hi Eleanor, That time has come again; the Mystery plane of the month is a Beech staggerwing B-17. Blue Skies, Liam Aloni

You know you live in Canada (eh?!) if… … your local Dairy Queen is closed from September through May. ... someone in a Home Depot store offers you assistance and they don’t work there. … you’ve worn shorts and a parka at the same time.

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Here is the explanation of the December Mystery Aircraft

The Beech Staggerwing he Beech Model 17, a large, powerful and fast biplane was built specifically for the business executive. The “Staggerwing” was first flown on November 4, 1932, setting the standard for private passenger airplanes for many years to come.

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The Model 17’s unusual wing configuration resulted in a design that maximized the pilot’s visibility while minimizing the aircraft’s tendency to stall. The Staggerwing’s retractable conventional landing gear, uncommon at that time, combined with streamlining, light weight, and its use of powerful radial engines helped it perform significantly better than other biplane designs. In the mid-1930s, the Model D17 Staggerwing featured a lengthened fuselage that improved the aircraft’s landing characteristics by increasing the leverage generated by the elevator. Ailerons were relocated on the upper wings, eliminating any interference with the air flow over the flaps. Braking was improved by the introduction of a foot-operated brake that was synchronized with the rudder pedals. All of these modifications enhanced the Staggerwing’s performance, which would soon be put to the test under wartime conditions. In all, 781 Beech Model 17 Staggerwings were manufactured in eight different series during 16 years of production. Hundreds of Staggerwings are still flying today, six decades after its introduction, still compared favorably to modern private aircraft. Technologically advanced for its time, the Staggerwing’s timeless aesthetics place it in a class by itself.

The preceding is a brief synopsis of the wealth of information available on the internet.

FEBRUARY Mystery of the Month Based on the idea that it is the speed of the air over the wing (not the wing through the air) that generates lift, this oddball aircraft was the first plane with STOL capabilities. Know what it is?

Send your educated guesses to

PatricianEditor@shaw.ca

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The Longest Flight in History …In a C-172

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ast summer on a contract job, I flew an average of about five hours a day. There were stretches lasting several days when I’d be aloft for over ten hours, landing just once for fuel. If the weather was bad, there would be a break, or a short flight of two or three hours. Most pilots do what they do because they love the work. But after a few days of non-stop ten-hour flights, it gets a bit gruelling. The noise, heat, vibration, mental and physical fatigue can be really tough on the mind and body. If you think that’s difficult, imagine spending over two months in a Cessna 172, flying twenty four hours a day, without even landing for fuel. That’s exactly what two pilots did back in 1958 in the California and Nevada desert. Bob Timm and John Cook set a world endurance record, remaining airborne for just under 65 days. It was a publicity flight, sponsored by the Hacienda Hotel in Las Vegas. Timm worked at the Hacienda, and he had the passion for flying, along with a dream of setting a world record by staying airborne for longer than any other pilot in history. He convinced his boss to sponsor the flight, reasoning it would bring a lot of publicity to the hotel. A stock Cessna 172 was purchased, then modified for the flight. Although the Continental engine was basically untouched, two oil systems, filters, and a 95 gallon fuel tank were installed. The oil could be changed and the plane refuelled without shutting down the engine. Except for the pilot seat, the interior was gutted, then re-done to include a mattress and a sink. The right side door was collapsible,

BEAR’S AIR Barry Meek

providing access to the exterior and enabling the copilot to operate a winch for bringing supplies aboard from below. Re-fuelling and re-supplying the airplane were the tricky parts. Twice daily, the plane was flown just above a speeding truck from which a hose was hoisted up to pump 95 gallons of avgas into the belly tank. Food, water and other supplies were lifted up from the truck as well. After three unsuccessful attempts at the record, mechanical problems and difficulties between Bob and his co-pilot needed to be dealt with. A new pilot, John Cook, agreed to fly the next flight with Bob. That attempt was ultimately the record breaker. The two fellows got along well, and the 172 seemed to sense the harmony. No more serious breakdowns occurred for the more than 1,550 hours of continuous flying. On December 4, 1958, the pair departed McCarran Airport in Las Vegas in pursuit of their dream. Immediately after takeoff, they flew low over a speeding car while someone with a giant paint roller applied a special white paint to the tires of the plane. It would provide proof that the pilots didn’t land at night in some far off airport for a rest or repairs. Two months is a long time to be away from family, friends, and the comforts we take for granted on the ground. There was an autopilot installed, but Bob and John needed to take turns flying and sleeping. Four hour shifts seemed to work well. They had a radio to talk to the mechanics at their base, a radio to speak with their families at home, and a monitor was set up in the Hacienda lobby as part of the publicity campaign. story cont’d on p 6

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Bears Air cont’d from p 5 The two fell into a routine that worked well, and by the half-way mark of the flight, it was Christmas. The hotel kitchen staff was charged with the meals, and on December 25, John hoisted a turkey dinner up from the fuel truck.

carbon up and lost so much power that climbing out with full fuel was dangerous. The list of ‘snags’ included the generator, heater, tachometer, fuel gauge, winch and electric fuel pump. It was a tremendous achievement for both man and machine. Sixty four days and twenty two hours in the air.

Boredom and fatigue were the biggest problems. One night, both men were asleep for a period of time lasting over two hours. The plane, on autopilot, had continued south until it was almost in Mexican airspace before Timm woke up and realized they were way off course. On about day 40, their heater failed. Even in the desert, winter nights can be cold. The men wrapped themselves in blankets for a few days, until something could be rigged and lifted up to fix the problem.

Bob Timm died unexpectedly in 1978. John Cook passed away in 1995. The Cessna 172 was sold to a Canadian pilot, but was eventually brought back to Nevada, where it now hangs from the ceiling at McCarran International Airport.

As the end of the flight neared, Bob and John began to check each other’s work fearing a human error would cause them to fail in their quest for a world endurance record. Each procedure, every item, every decision was carefully planned and discussed. The previous record was 50 days. As that day passed, they decided to extend their flight as long as possible, finally touching down over two weeks later. By then, the engine had started to

The museum has several other interesting videos, online at: www.co.clark.nv.us/Parks/Museum_video_list.htm

The entire story of this flight, and the record which stands to this day, is available to read at the Howard W. Cannon Aviation Museum at McCarran Airport in Las Vegas. They also have a video - a short version is on-line at: www.co.clark.nv.us/Parks/Video/world_endurance_flight.wmv

Photos courtesy of the Howard W. Cannon Aviation Museum, Las Vegas, NV.

Barry Meek bcflyer@propilots.net

Always lots of great gear in

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

THE BRITISH COLUMBIA AVIATION MUSEUM is dedicated to preserving aircraft and aviation artifacts. We collect, restore and display aircraft and artifacts related to the history of aviation in Canada, with emphasis on British Columbia.

1910 Norseman Road Sidney, BC Canada,V8L 5V5 Tel (250) 655-3300 Fax (250) 655-1611 email: bcam@bcam.net The Museum is open daily! Summer Hours May 1 - Sept. 30 10:00 am to 4:00 pm Winter Hours Oct. 1 - April 30 11:00 am to 3:00 pm

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The Victoria Flying Club would like to thank Rob Shemilt and Isla nd Blue for printing 50 full colour copies of the Patrician every month.


In My Travels

by Larry Dibnah

This month we continue with another in a series of articles on aircraft belonging to the British Columbia Aviation Museum here in Victoria, BC. The first aircraft that a visitor to the museum will see is our ‘gate guard’, a Sikorsky S-55 helicopter, which is located just inside the gate as you enter the property from the parking lot. In 1949, after a brief period of intense design and testing, the Sikorsky Aircraft Division began producing the Sikorsky Model 55 helicopter and after ten years in continuous production, Sikorsky had completed 1,281 S-55 helicopters of all variants. The military designation for the Sikorsky model 55 was the H-19. The S-55 design followed what had become the standard helicopter configuration at that time – a basic fuselage with a long tail boom, a main rotor at the top center of the fuselage and an anti-torque tail rotor at the end of the boom. The S-55 was the first of the early helicopters with enough power and cabin space to make it useful as a troop carrier, a heavy lifter, and in air/sea search and rescue and medevac duties. The S-55 helicopter was very popular with US, British and Canadian militaries. It served very well with the USAF during the Korean Conflict as an all-purpose aircraft. The type was selected by the Royal Canadian Air Force (RCAF) and by the Royal Canadian Navy (RCN) for slightly different purposes. In June of 1952 the RCN took delivery of three Sikorsky S-55s and designated this type as HO4S-2 ‘Horse’. Eventually the RCN acquired a total of thirteen HO4S-2 helicopters. These aircraft were used primarily as a plane guards during flight operations from the aircraft carriers. Some of the HO4S-2 Sikorsky S-55 in RCN colours at the helicopters were based aboard two of Canada’s aircraft carriers – the BC Aviation Museum HMCS Magnificent and the HMCS Bonaventure. The HO4S-2’s were responsible for saving the lives of many aircrew members who crashed at sea during carrier operations. In 1961, the RCN began to replace its HO4S-2’s with the new (at that time) Sikorsky S-61 Sea King. The last HO4S-2 was retired in 1970 and donated to the Canadian Aviation Museum. The RCAF acquired the first of its Sikorsky H-19 helicopters in 1954 and by 1966 had a total of 15 of them on strength. They were retired soon after that date. H-19 helicopters of the RCAF’s relatively new Air Transport Command, No. 108 Communications Unit contributed a major share of the airlift effort to supply the construction of the Mid-Canada Radar Line in the mid 1950’s. The Unit’s H-19’s flew approximately 9,000 hours during 1956 and airlifted more than 10,000 tons of material and 14,000 personnel over rugged terrain in hazardous weather without any mishaps.

Sikorsky HO4S on board the HMCS Magnificent

In both of these military roles, the Sikorsky H-19 and HO4S-2 helicopters made a gallant contribution to the defense of Canada and the North American Continent during the cold war. The first S-55 in commercial use in the world went into service in the province of British Columbia to help with the Alcan project in Kitimat where the building of power lines by helicopter was another first. Also, on July 31, 1952, two Sikorsky S-55’s made the first trans-Atlantic helicopter flight in history. The restoration of the BC Aviation Museum’s S-55 (serial number 129028) is almost complete, with a few parts still missing. This particular S-55 was built in 1952 as an H19B for the US Marine Corps. It was eventually sold and used as a commercial helicopter, civil registration # N4721. The BCAM acquired this aircraft from a civilian operator who eventually used it for a parts supply. It is now finished in Royal Canadian Navy colours and markings from the 1950’s.

Sikorsky H-19 in RCAF markings

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In My Travels cont’d from p 7 Specifications for the Sikorsky Aircraft Division, Model S-55/H-19/HO4S-3 Helicopter: Crew/Passengers: One pilot and up to 10 passengers; Power Plant: One 800 hp Wright R-1340 air cooled radial piston engine; Performance: Maximum speed = 101 mph, cruising speed = 85 mph Service ceiling = 10,500 ft, range = 370 miles; Weights: Empty wt = 4,590 lbs, gross wt = 7,900 lbs; Dimensions: Rotor diameter = 53 ft, length = 42 ft 2 in, height = 13 ft 4 in. References: Larry Milberry, Sixty Years, the RCAF and CF Air Command 1934 – 1984; Jacques Legrand, Chronicle of Aviation, 1992 edition; World Wide Web - RCAF.com, Canada’s Air Force History and hazegray.org, the Canadian Navy of Yesterday and Today; British Columbia Aviation Museum Society. Photos: World Wide Web

BC Aviation Museum

Thrifty's has donated over $5000 to date through the Smile Card Program enabling VFC to create three new bursaries! Thank you Thrifty's - and a BIG SMILE to you!

NOTICE OF THE

Annual General Meeting OF THE

Victoria Flying Club A number of outside tie-down spaces are now available. Phone DISPATCH 656-2833 for details.

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A P AV E F E W D AVA I S P A C E S LABL E!

Please be advised that the Victoria Flying Club Annual General Meeting will be held

Thursday March 6th 2008 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 656-2833


If you require a 2007 income tax receipt for your training, fill in the form and return to Dispatch as soon as possible after February 1, 2008. Your tax receipt will be prepared by February 29th. VFC 2007 Income Tax Procedure forms are also available at Dispatch.

Victoria Flying Club 2007 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 2006. Mail/fax/or drop off this form to 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 fortyfive 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 sixtyfive 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, 2007

$250.00

$___________

________hours dual Jan 1 to Dec 31, 2007 ________hours solo Jan 1 to Dec 31, 2007 ________hours dual and solo claimed in 2006 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, 2007

$495.00

$___________

Ground school Retread

$ 50.00

$___________

________hours dual Jan 1 to Dec 31, 2007 ________hours solo Jan 1 to Dec 31, 2007 ________hours dual and solo claimed in 2006 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 2007, when combined with hours claimed in 2006 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 after February 1, 2008 will be completed by February 29, 2008.

For Office Use Only Date received ____________________ Course _____________________________ Hours:

________________

Dual $______________

________________

Solo $______________

Ground Briefing:

________________

Dual $______________

Ground school: $______________ Total Hours Claimed: ____________Private _____________

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As of February 23, 2008, Canada enters its 100th year of aviation. The following is an excerpt from a letter from Wayne Gouveia of ATAC detailing some of the plans being formulated to make the 100th Anniversary a truly memorable event for Canada. -Ed

town of Baddeck, Nova Scotia, a team of aviation pioneers led by Alexander Graham Bell made the first powered, controlled, heavierthan-air flight in Canada. Their craft, named the “Silver Dart”was piloted by JAD McCurdy. 2009 will mark the 100th Anniversary of this Canadian historical event and countless outstanding accomplishments in civil and military aviation over the last 100 years.

ATAC (Air Transport Association of Canada) has joined the Canadian Centennial of Flight National Steering Committee focused on supporting and coordinating the celebrations associated with the 100th Anniversary of the first flight in Canada. This group consists of major stakeholder representatives from 14 organizations in the Aviation and Aerospace Industry. The objective of the project is to coordinate the activities celebrating the 100th Anniversary of the first flight in Canada, while increasing the awareness and pride of Canadians. The proposed program will showcase the many exciting and rewarding benefits of careers available to young Canadians in the aerospace sector. If your organization has planned or conceived possible activities to mark the Canadian Centennial of Flight in 2009 please forward this information to my e-mail address at wgouveia@atac.ca. These events will be accounted for and will be included in a proposal to the Department of Canadian Heritage as part of an application for funding. We will be tracking all events in an electronic calendar to coordinate efforts. On 23 February 1909, on a frozen lake near the

The Charter for the Canadian Centennial of Flight (CoF) Project is issued on the authority of the National Steering Committee (NSC) for the CoF to coordinate and facilitate the planning and execution of events and activities for the celebrations of the 100th Anniversary of Flight in Canada and to facilitate the gathering of information with and amongst other stakeholders. This Project Charter also establishes the CoF National Project Office whose responsibilities are described below. This Project Charter is a living document and shall be amended as required. The Executive Director shall maintain this Charter in collaboration and in coordination with the NSC and stakeholders as required. 2009 is important for Canada as “no nation in the world owes more to flight than Canada. Aviation opened up our vast country and remains a life-line to many Northern areas. Aerospace makes up a larger component of our industrial base than for any other nation in the world”. Civilian and military have been an integral part of this legacy since the beginning. A Project Office will be formed to take a leadership role in coordinating and facilitating activities and events for the celebrations of the 100th Anniversary of the Flight in Canada. Best regards, Wayne Gouveia VP Commercial General Aviation Air Transport Association of Canada (ATAC)

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First Solo as of Jan 15•08 Oops! VFC apologizes to these four members whose names were incorrectly spelled in the January Patrician: Robert Cote Digvijay Lamba Jordan Lott John Verbeeten

Karim Gharios (Mike Chow)

You know you live in Canada (eh?!) if… … you’ve had a lengthy telephone conversation with someone who dialed a wrong number … you measure distance in hours. … you have switched from “heat” to “A/C” in the same day and back again (I’d say you must live in Victoria! -Ed)

Wouldn’t you rather be flying? • Tax and financial planning • Rapid refunds (electronic filing) • Personal, corporate and estate tax

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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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ITH A W OM RO

VIEW…AND AIR PLA NE ST OO !

Open 8am 4pm daily

in the Victoria Flying Club

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

LICENSED

250.655.9395


Here is a nice little bit of Club history from Bill Taylor, who is VFC's longest-standing member, having joined as an Air Cadet in 1947. Ah, the Good Old Days! Thanks Bill! - Ed

In 1947 the Victoria Flying Club had the use of two Tiger Moths for Aircadet Flying Training purposes, they were CF-CIG and CF-CHV. Our instructors were Jack Jenkins for the flying part and Vic Shultz for our ground school. The Tiger Moths had metal bucket type seats that you placed your parachute in and you sat on the parachute, straps and all. Not the most comfortable seats that I have sat on! There were five of us who had received flying training scholarships here in B.C. that year. The training was done here at YYJ (in those days we called it Pat Bay Airport, short for Patricia Bay Airport). Because of the very narrow undercarriage, and with the fuel tank in the upper wing, the center of gravity was quite high up, so the Moths could ground loop very easily. They were also tail draggers not tricycle undercarriage equiped, which made them good training type aicraft. They kept you wide awake! We all soloed in them!

Bill Taylor

Winter on the Westcoast 13


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

Achievements First Solo Karim Gharios

DATE

TOPIC

INSTRUCTOR

PPL Written Test

04

Review (Tower Tour/Written Seminar)

John MacConnachie

06

Review

Brad Fraser

Victoria Gregory Nathan Schaeffer Rory Nield

11

Theory of Flight & Licensing Requirements

I. Watt

Nathan Schaeffer Arvind Kumar

13

Aerodynamics

I. Watt

CPL Written Test

18

Airframes and Engines

M. Chow

20

Systems & Flight Instruments

M. Chow

25

CARS

Koide

27

CARS

Koide

Karan Nain Paul Robinson Amit Nagar Sahil Bhatia Jeremy Walz

03

Meteorology

B. Thompson

Private Pilot License

05

Meteorology

B. Thompson

10

Meteorology

B. Thompson

Nathan Schaeffer Amit Kumar Victoria Gregory

12

Meteorology

B. Thompson

Class IV Instructor Rating

17

Meteorology

B. Thompson

19

Human Factors

Brad Fraser

26

Flight Operations

Brad Fraser

31

Flight Operations

Brad Fraser

PPL Flight Test

Jeff Lightheart

PART TIME dispatchers and line crew now Aviation experience an asset. Apply at Reception at VFC with resume.

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www.lindairservices.com 14

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Welcome New Members! Mary Parry Nigel Smallwood Kent Willner Manuel Erickson Bruce Maguigan


First Canadian Flight

February 23, 1909

n this day, members of the Aerial Experiment Association accomplished the first manned airplane flight in Canada, by flying the Silver Dart over the Bras d’Or Lake, near Baddeck, Nova Scotia. The A.E.A. was officially formed in October 1907 on Mrs. Mabel Bell’s suggestion, and she contributed money to pay for most of the expenses. It was headed by Alexander Graham Bell himself and had as its members, four young men eager to make their mark during the heady days of early flight: * F.W. (Casey) Baldwin, the first Canadian and first British subject to pilot a public flight (in Hammondsport, New York); * Glenn H. Curtiss, a motorcycle manufacturer who would later be awarded the Scientific American Trophy for the first official one-kilometre flight in the Western hemisphere and became world-renowned as an airplane manufacturer; * J.A.D. McCurdy;

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and * Lieutenant Thomas Selfridge, an official observer from the U.S. government It is now known that the flight at Baddeck on 23 February 1909, commemorated by this plaque, (see photo) was the first flight in Canada,but was not the first flight in the British Empire. Eighteen weeks earlier, on 16 October 1908, Samuel Franklin Cody made a flight of 1390 feet 424 metres over Laffin’s Plain, Farnborough, England, which is recognized by the Royal Aero Club as the first powered flight in England and in the British Empire.

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FOR SALE

1969 CITABRIA KCAB  $41,000  FOR IMMEDIATE SALE  2649 TT. 1549 SMOH. 5 SPOH. 150 hp IO-320-E2A Lycoming. Inverted fuel/oil. Spades. Metal Leading edges and spars. Hangared - great shape. Both wings recently recovered. Wheel pants and two parachutes included.

250-656-2833

 Contact Gerry A. Mants

250-656-2833

2008

Commercial Groundschool Feb 8

1700-2100

CARS

Koide

Feb 9

0830-1700

Navigation

Emily Harvey

Feb 10

0830-1700

Flight Operations

Brad Fraser

Feb 15

1700-2100

Human Factors PDM

Brad Fraser

Feb 16

0830-1700

Crew Resource Management

Brad Fraser

Feb 17

0830-1700

Crew Resource Management

Brad Fraser

Feb 22

1700-2100

Airframes & Engines

M. Chow

Feb 23

0830-1030

Airframes & Engines Licensing Requirements

M. Chow

1030-1700

Theory of Flight & Aerodynamics

I. Watt

0830-1130

Systems & Instruments

M. Chow

11:30-1700

Radio & Electronic Theory

M. Chow

Feb 29

1700-2100

Meteorology

B. Thompson

Mar 1

0830-1700

Meteorology

B. Thompson

Mar 2

0830-1700

Meteorology

B.Thompson

Feb 24

Feb 8-10, 15-17, 22-24, 29-Mar 02, 2008 16


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