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The Patrician January 2009

Photo credit Dept. of National Defense

Victoria Flying Club

Happy New Year everyone! Here‘s a blast from the past. ŒHawk One‚ a restored Canadair F-86 Sabre Jet formerly of the Royal Canadian Air Force, will fly to various airports across Canada during 2009 to help celebrate 100 years of Canadian Aviation. See story inside.




Short Final

Air Travel Bears Nowhere Fast Air





Christmas Story

In My Travels

How to Land a 747

Frozen Bananas




S hort F inal

Newsletter of the Victoria Flying Club

JANUARY 2009 Happy New Year everyone! Here we are, starting the new year of 2009! It Editor:

Eleanor Eastick Advertising inquiries: Bob Mace (250) 361-6996 or Publisher: Seaside Designs (250) 383-7777 Published monthly. Unsolicited articles welcome. The deadline for submissions is Thursday, January 22, 2009.

Board of Directors President Vice President Treasurer Secretary Directors

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

General Manager Gerry Mants Chief Flying Instructor Graham Palmer 1852 Canso Road Victoria, BC V8L 5V5

Phone: Fax: Email: Web:

(250) 656-4321 (250) 656-2833 (250) 655-0910

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.

dynamic communications solutions to grow your business 250.383.7777


SEASIDE designs & photography

should be an exciting one with many events taking place to mark our very own 100th anniversary of powered flight. The Americans had their day in ’03, now it’s time for us Canadians to put on the glad rags and celebrate. On February 23rd, we’ll be having an Open House at VFC with special certificates for the pilots and passengers of flights made that day and cake and coffee for all. Be sure to tell your friends and family – everyone is welcome.

VFC Bursaries – apply now If you are at any stage of pilot training, whether it’s RPP, PPL, CPL, QFI, or whatever, you are eligible for any of the six $500 bursaries the Club gives out, thanks to the generosity of Betty Wadsworth, Claude Butler, Mike Cooper-Slipper and Thrifty’s. Betty, Claude and Mike were all well-known flyers of their day. Their legacy is the encouragement of aviation through generous donations to create bursaries. Thrifty’s is recognized for its community spirit supported through the Smile Card Program. Application forms for the six bursaries are available at the Dispatch desk and the winners will be announced at the Wings Banquet, Saturday, January 31st. Don’t miss your chance to add $500 to your flying account.

Old Editor I will be finishing my job as editor of the Patrician with the June ‘09 issue. VFC will be getting a new publisher and the time has also come for a new editor. Maybe someone younger, which means 99% of the club membership; someone more “with it” than this old geezer. A fresh look to the Pat and a fresh editorial style to perk up the pages may make a positive difference and increase the readership. We need a volunteer with gusto and zeal! If you are interested in fame, if not fortune, consider becoming the next editor of the Pat. Let me know, huh? – Incidentally, the Patrician first appeared in October 1941 when Patricia Bay was a wartime aerodrome and two RAF members began producing it to boost morale during the long rainy winter. Until next month – blue skies and considerably less snow!.......Eleanor

For all of you who tried to travel by air through the Christmas holidays, here’s a lighter look at the minute-by-minute exasperations. Just transfer LAX and JFK to YVR and YYZ (Toronto); add a few feet of snow. (Thanks to John H. Corcoran, Jr. and the internet.-Ed)

Air Travel – going nowhere fast! With increased air travel during the holiday season, many are winging long distances for the first time since last holiday season. For the infrequent traveler, I’ve kept a log of my last cross-country flight to explain just how bad it can be. The flight was from Los Angeles (LAX) to New York City (JFK). 4:30 a.m.: Picked up at home by Phil’s Speedy Discount Airport Shuttle. Motto: “If we’re more than 15 minutes late, we wouldn’t be the least bit surprised.” 5:45: Arrive Los Angeles International Airport. Curbside check-in offers high tech Computerized Tracking System (CTS) which ensures that your luggage will arrive in Nepal 20 minutes before you land in New York. 6:00: Ticket counter uses new Random Queuing System (RQS). Queue is a British term meaning: “You’re in the wrong line, stupid.” I queue up in the Odd Size line, then am booted out when told Odd Size refers to luggage only. 6:15: Security check. Foreign passenger ahead of me is asked: “Did person or persons unknown to you pack your luggage, pat your butt or recite lyrics to anything by Puff Daddy?” He responds, “My salad shooter has an embolism,” and is waved through. 7:30: Preboarding begins for preboards who need assistance, assistants who need preboarding, first class, business class, no class, private 1st classes, tattooed youths, passengers on the wrong plane and those who play dumb and pretend their row has been called. 8:15: Pilot announces, “The fine folks in maintenance have informed me they have to recalibrate and functionalize the leading edge hydraulic spoiler

actuation pressure stabilizer, and will get on it as soon as Chief Mechanic Fat Mel finishes his doughnut.” 11:46: Takeoff. 11:47: Emergency landing to remove Fat Mel from engine cowling. 12:15 p.m.: Re-takeoff. 12:45: Breakfast. Choices are “runny eggs with sumpthin’ green in ‘em” or “Fruit Loops ‘n’ curdled milk.” 1:15: Aisle-racing by sugar-rushed toddlers begins. 1:45: Pilot asks if anyone has seen his keys to the liquor cabinet. 2:00: Edited for airline version of Showgirls begins. 2:06: Edited for airline version of Showgirls ends. 3:15: Pilot says, “Passengers on our left side can see Columbus, Ohio. Those on the right can see Lima, Peru.” 4:45: Surly flight attendants collect the breakfast trays. 5:00: Inadvertently land at Teterboro, N.J., airport longterm parking lot. Pilot says he’ll taxi aircraft to JFK. 5:15: Skippy the copilot collects spare change for turnpike tolls. 5:30: Detour to Hackensack so Skippy can drop off laundry and tuck in the kids. 6:15: Arrive at gate. 6:45: Computerized Tracking System claims I don’t have any luggage, I never had luggage, I’ll never have luggage again, and it’s not that fond of my tie. 7:45: Take cab driven by man whose name has 17 consonants and an umlaut. Ululates show tunes all the way to the hotel. 11:45: Luggage from previous trip delivered to room.

YYJ not as bad as most.


The Patrician is grateful to the Hay River Hub, October 29, 2008 and in particular to Diana Yeager, Hub photographer and reporter for the photos and information below.

Canso R escue – a Long Journey


our farmers from Fairview, Alberta are undertaking the rescue and eventual rebuilding of a Canso which once served during WW II as a submarine patrol aircraft. The Canso eventually became part of Buffalo Air’s Fleet and was used mainly as a water bomber. In 2001, when the big plane was fighting a fire near Inuvik, its hull sprang a leak as it scooped up water and the Canso sank 95 feet to the bottom of a lake. The crew got out safely and three weeks later, Buffalo Air pulled it up onto the shore, removed its engines and abandoned it. The “Fairview Four” Don Wieben, Doug Ray, Henry Dechant and John Campbell got in touch with “Buffalo Joe” McBryan and were told they could go get the Canso from the lake shore. The historic plane was loaded onto two barges at Inuvik and towed 1690 km to Hay River in two weeks. From there, it traveled down Highway 35 on a boat trailer designed for 40’ yachts. The wingspan of the Canso is 104’ but can be disassembled down to 42’. It has now arrived in Fairview and is at a farm south of the town. The four farmers hope to rebuild the Canso and include it as a demonstration aircraft in air shows to give people a chance to see a part of Canadian heritage in working order. When its flying days are over, its final resting place will be the Edmonton Aviation Museum.

January MYSTERY OF THE MONTH Also known as the Habu by its crews, this unique aircraft was in service from 1964 to 1998, with 12 of the 32 planes being destroyed in accidents, though none was lost to enemy action.

Send your educated guesses to 4


Painless Pilot License


illing out paperwork and forms is not something that’s on my list of favorite things to do. Like many readers out there, I resent the intrusions into my simple life with demands to complete paperwork for the bank, city hall, or a registration for warranty on a new computer. And most of all, I detest the endless paperwork from the government. They must know that too because they irritate me further by always sending me the “Long Form” at census time. They make me file my income tax on a quarterly basis. They returned my initial passport application because my signature touched the line in the little box when I signed it. Now, they’re after us all to apply for a new format pilot’s license. If you’re a pilot, you’ve been notified by now. Transport Canada seems to know they needed to send at least two reminders to me. As usual, I lost the first one having never even read it. When the last one came in the mail, it stated that ATPL and commercial licenses will be first to be processed into the new booklet format. All these will be replaced by March 31, 2009. Private licenses will be changed at a later date. If you don’t apply, your license in the OLD format will no longer be valid when your medical expires. Since I’ll be out of the country for most of the winter, it was necessary to bite the bullet and apply right away. It turns out to be quite a simple process, and almost painless. Apart from the passport-style photograph required, there is no cost to the pilot. The whole thing is similar to applying for a passport, including having a guarantor sign to confirm your identity matches the picture. One nice change that they have made is the requirement for the guarantor has been relaxed. You no longer need to find a lawyer, a doctor or professor who has known you for two years to vouch for you. At this time, your guarantor can be anyone you know provided he/she is a Canadian passport holder and meets a few other criteria. It makes things much easier.

BEAR’S AIR Barry Meek

Something else coming down the pipe is the new requirement for Language Proficiency. They’re saying it will apply to new licenses only, and there are tests being set up involving some interactive role-playing, probably right at the flight schools. It is quite simple but as usual, Transport seems to have described it to seem very complicated. The whole point of this article then is to reassure you that this entire change is not something you need to be afraid of. The procedure is simple, it involves just one page on which your name, address and a few other details are inserted. You need the passport picture done, then you mail it off to your local office of Transport Canada. The websites involved explain in great detail (more than you need to know actually) all the policies, procedures, and other information. But don’t lose any sleep over it. I’m the worst one for this type of bureaucratic paper shuffling and if I can honestly tell you not to worry, then don’t. Just do it. It really is painless. My application got into the mail November 15, and the little booklet was in my hands December 07, 2008. Seems an incredibly short time given we’re dealing with two organizations that are usually not know for punctual service, Transport Canada and the Post Office. Surprises never cease. The website you’ll need is

Best of luck to you. Well, surprises never cease. Transport Canada had stated these new licenses would not be sent out immediately. I took that to mean it may come to me sometime in the New Year. However, I’m happy to say that as of this date (Dec. 04/2008) my new license booklet is here in my hands. Barry Meek


This story is from the other VFC – the Vernon Flying Club and associate member Ken Buchholz. Not only is it a heartwarming story of Christmas but it is a story of what you can do to save yourself in a bad predicament. Never give up. The weather briefing at the Burley FSS indicates VFR conditions along my route. “If you can get past some low cloud around Twin Falls you will be OK” —- so said the weather briefer. I set out on the first leg of the day – Burley Id. to Nampa, leg 2 to Ephrata Wa., then leg 3, home to Vernon BC. As I fly past Twin Falls the weather isn’t bad at all. I’m relieved as this area is supposedly the only “bottleneck” and I’m looking forward to getting home. The ceiling has lowered a bit but is OK. I continue. I’m a 19 year old commercial pilot returning from a vacation in Arizona, flying an aircraft a year older than me – a 1947 Cessna 120. It has an 85hp Continental with electrics and a primary panel with a Narco Omnigator. This “modern radio” has 5 transmitting crystals! To receive, you crank the tuning handle to find the correct frequency or you could receive on the VOR frequency! The ceiling is getting lower and the visibility is reducing. Hmm – the briefer indicated conditions should improve. I continue, expecting the improvement up ahead. I’m following the hi-way toward Boise, watching closely for a railway that heads west toward Nampa. Good, there it is. I turn left and start following the railway. I’m now below 1000’ AGL. I continue; descending as the ceiling lowers and the forward visibility worsens. I’m wondering why the weather isn’t improving like my weather briefing indicated it would. (Ever hear of an upslope condition?) (ICE FOG!) I can’t be that far from Nampa? - - What’s a little weather? Flying in poor weather—- isn’t that the bush pilot legacy? I press on. I continue to monitor the engine for any indications of carb ice, checking and applying carb heat regularly. I’m low now – and the visibility is poor. I slow the C-120 to allow more reaction time. I fly with the railway in sight out my left window, watching ahead for obstacles. Boy, this is getting to be hard work! As cold as it is outside, I seem to be rather warm – must be my layers of winter clothing. I HAVE to be almost at Nampa! I’m lower still. —- The visibility worse. —- Have to be real careful. —- Tall trees. —- I ease the C-120 up a bit for

A Christmas Story

extra clearance. —- This is not good. —- I’m in trouble. —- I’m flying at about 100 ft AGL —- have less than 1/2 mile visibility. —- Can’t turn around now —- no place to go. —- Not too smart! I remembered someone saying “the only thing worse than being on the ground wishing you were in the air— - is being in the air wishing you were on the ground”. I want to land —- LAND! —- How am I going to find the airport? I’ve only been to Nampa once before and the weather was CAVU. THINK! I know —- I’ll fly to the town —- then fly ? mile parallel tracks north and south. The airport is slightly north east of town with the hi-way to the north and the railway to the south. (Have you ever found yourself remembering things you didn’t think you knew??) I remembered the railway ran directly into the industrial area of town and there was a factory with a tall smoke stack. —- Careful —- I’m getting close. —- There —The smoke stack looms out of the ice fog. I make my 180’ turn around the stack and position myself for the grid pattern I intend to fly. Just then an “inner voice” says – “go this direction”. Curious - I follow, knowing I can always pickup the railway to the south again. “Now go this direction”. As I peer intently into the ice fog, a metal roofed barn comes dimly into view. I vaguely remember a similar looking building near the airport. I fly toward the barn. YES! THERE! It’s the tarmac turnabout at the runway button. I turn, throttle back and land. Relief floods over me. I made it! Thank you Lord! I don’t see the airport buildings until I reach the taxiway at midfield. The airport seems deserted as I taxi up to the pumps. Then the “Gas Jockey”, a fellow a few years younger than me, approaches to help with the refueling.

a christmas story cont’d on p 7


a christmas story cont’d from p 6 “You picked up a bit of ice” he says. “Only a little” I reply: “I kept a close watch and applied carb heat regular” “No - - on your wings” I turn and look. WHOA! There is clear ice all along the wing spreading back from the leading edge. I was so concerned about carb ice I never even thought about any other kind of ice! We finish fueling and tie the C-120 down. My flying is done for the day. So much for getting home but I’m thankful I’m down, safe. I only have a gas credit card and $20 cash. (No such things as bank cards back then) I make arrangements with the gas jockey to spend the night in the hangar. It is COLD. I roll out my sleeping bag on the front seat of an old pickup truck parked in the hangar and, removing only my boots and winter coat, I crawl in. I fall asleep thinking of my family, feeling very much alone. —- It’s Christmas Eve —When I wake I try to drink from my thermos only to find the contents had crystallized overnight from the cold. I make my way to the washroom hoping there would be hot water to wash and shave. There isn’t. Oh well, at least the cold water pipe didn’t freeze. The weather is no better than the previous day. I won’t be flying anywhere. At noon I walk (trudge) towards town, feeling sorry for myself. It is my first Christmas alone, away from home and family. Finding a corner store open, I buy a quart of milk, a can of “Klick” sandwich meat, and a loaf of bread. Christmas dinner! As I plod through the snow toward the airport a vehicle

pulls up beside me. It’s the airport gas jockey. “Hi, you’re coming to our place for dinner” “No – Christmas is a Family time – thanks anyway”. I had been traveling a couple of days – slept in my clothes, was disheveled and feeling somewhat grubby, so didn’t really want to go with him. Yet - I longed for that family time. “My parents told me I wasn’t to come home without you,” he explained. I get in the car. I feel even more uncomfortable when he tells me he has 3 sisters – 2 of them around my age. I mean – I’m grubby, embarrassed, feeling out of place. His family welcomes me into their home, making me feel at ease. The family is of European descent and the dinner is a fabulous multiple-dish spread. They treat me as a Special Guest! Unknown to me, the father has already booked and paid for a motel room for me for the night. Humbling. The next morning the weather improves and I am able to continue my flight home. Over the years, I’ve worked numerous Christmases away from my Family. (Its called “juniority”) I have told this story of warmth and kindness and giving countless times, around the world to fellow crewmembers. I would like to once again thank the Hansen Family of Nampa Idaho for sharing their “Spirit of Christmas” with me. It was an unforgettable “Christmas of 1967”. Editor note:

Many thanks to John Swallow of the Vernon Flying Club for sharing this and other stories with the Patrician.

In addition to communicating with the local Air Traffic Control facility, all aircraft in the Persian Gulf AOR are required to give the Iranian Air Defense Radar (military) a ten minute ‘heads up’ if they will be transiting Iranian airspace. This is a common procedure for commercial aircraft and involves giving them your call sign, transponder code, type aircraft, and points of origin and destination. This conversation was overheard on the VHF Guard (emergency) frequency 121.5 MHz while flying from Europe to Dubai... Air Defense Radar: ‘Unknown aircraft at (location unknown), you are in Iranian airspace. Identify yourself.’ Aircraft: ‘This is a United States aircraft. I am in Iraqi airspace.’ Air Defense Radar: ‘You are in Iranian airspace. If you do not depart our airspace we will launch interceptor aircraft!’ Aircraft: ‘This is a United States Marine Corps FA-18 fighter. Send ‘em up, I’ll wait!’ Air Defense Radar: (no response ... total silence)


In My Travels

by Larry Dibnah

C en t ennial H er itage F ligh t - T he H a wk One P r ojec t The year 2009 will mark the 100th anniversary of Canadian Flight. A creative team of aviation volunteers plans to help celebrate this important time in our history by flying a beautifully restored Canadair F-86 Sabre 5 called ‘Hawk One’ on tour across Canada.

Led by former Snowbird commander LCol Steve Will, the ‘Hawk One’ team brings together a formidable group of highly experienced military and civilian professionals that includes one of Canada’s most famous aviators, astronaut Chris Hadfield. Former Canadian Forces Snowbird leader and Victoria Flying Club member Dan Dempsey is the team historian and one of the ‘Hawk One’ pilots. Dan has researched the background details of ‘Hawk One’, a Canadair F86 Sabre 5. ‘Hawk One’ is owned by Vintage Wings of Canada in Gatineau, Quebec and bears the civil aircraft registration C-GBSR. ‘Hawk One’ of the Centennial Heritage Flight will constitute a highly visible Chris Hadfield, Tim Leslie, Dan Dempsey, tribute to the commemoration of 100 years of powered fight in Canada in 2009. Paul Kissmann and Steve Will ‘Resurrect, Celebrate and Motivate’ is the theme behind the restoration of a classic RCAF F-86 Sabre 5 (Canadair serial number 23314). ‘Hawk One’ was recently unveiled at Cold Lake, Alberta and is finished in the stunning colours of the legendary Royal Canadian Air Force Golden Hawks aerobatic team that thrilled Canadians from coast to coast from 1959 until their disbandment in 1964. Since the original Golden Hawks team was formed to acknowledge the 50th anniversary of Canadian flight it is only fitting to include a Golden Hawk in the celebration of Canada’s 100th anniversary of aviation. This flying tribute to a century of aviation history has been made possible by a unique partnership between the Department of National Defense and Vintage Wings of Canada, assisted by generous donations from the private sector. Illustration by Jim Belliveau Comprised of all volunteers, the team will fly and display the Sabre throughout Canada in 2009 allowing Canadians, young and old, to “look, touch and learn” about the rich aviation heritage that helped build our nation. Teaming up with Canada’s Snowbirds for much of the year,‘Hawk One’ will assist the team in motivating the youth of the country to reach for their dreams, whatever they may be. ‘Hawk One’ is a non-profit venture. Following the 2009 tour, all remaining proceeds will be donated to the Military Families Fund sponsored by the Canadian Forces. An itinerary of Hawk One appearances will be printed in the Patrician at a later date. For further information please visit



LCol (ret’d) Dan Dempsey and Vintage Wings of Canada.

Photo credit Janet Trost

Canadians will bear witness to this historic event as one of the most famous aircraft to have served in the Royal Canadian Air Force tours Canada as the mainstay of the Centennial Heritage Flight celebrating 100 years of powered flight in Canada. A Canadair CT-114 Tutor will also take part in the Flight.

New Editor Needed………… have been the editor of the Patrician for nearly ten years and now it’s time for a change. In June 2009, the Pat will celebrate five full years as an online publication and during that time it has grown from eight pages to a very full 16 pages every month. It has a good look and feel to it, folksy and charming as a club newsletter.


In the 16 years I have belonged to VFC, the Pat has undergone various resurrections. For a time, the monthly newsletter was renamed The Airmail. I became involved with it in 1995 when we wrote and produced it entirely at the Club. In 1999, the Patrician resurfaced as an eight-page black and white magazine, professionally produced by Muse Communications. Shortly afterwards, I became the editor when it was obvious that someone had to be in charge of collecting the material for publication. Well, now it’s time for the Pat to take on a new look with a new publisher and a new editor. I will stay on, along with Seaside Designs until the end of June which will give time for the next publisher to get set up and ready to go and for the new editor to take over the duties of collecting, correcting, researching, sorting and writing for the newsletter. The editor’s position is voluntary, time-consuming and frustrating; the rewards come in the form of contacts with interesting pilots, writers and readers from all over Canada. A keen interest in the Club and the aviation community is the main requirement. A modest ability to write is secondary to enthusiasm. Please contact the Club, or me at patricianeditor@shaw if you are interested in becoming the next editor of the Patrician. VFC needs you, the Pat needs you.- Eleanor Eastick

An explanation of the December Mystery Plane This sad looking specimen is none other than C-172 GLJR in the Club’s hangar. It is now stripped down to bare metal and polished, all ready for a new paint job and new leather upholstery. It won’t be on the line for a while yet, but when it is, it’ll be a real beauty!


Main Checklist

How to land a 747

Get on the radio, and tell whoever’s listening that you are landing a 747. Engage a single channel of the autopilot — light one of the buttons labeled “CMD.” Point the heading indicator in the direction indicated to keep the plane straight and level. Find the checklists in the side pocket of the pilot’s and copilot’s seat. If the plane is a 747-400, engage the Automatic Landing System (ALS). If it is not a 747-400, see below under “Landing Without ALS.” If you can’t find the checklists, use these:

Before Descent EO’s system check completed. Pressurization set. All a/c packs on. Set the airfield altitude so the plane is depressurized on landing. Humidifier off. HSIs: Radio. Switch horizontal situation indicators to radio navigation mode. Auto brakes: set.

Approach Checklist P.A. cabin call: “Cabin crew 15 minutes to landing.” Cabin signs and exit lights: on. Ignition: on. This sets the engine igniters for landing. Fuel system: set for landing. Fuel heat: check/off QNH: Set. So the altimeters read the airfield altitude on touchdown.

Landing Checklist

Photo credit NASA

Gear check: handle down, handle in, light green. Speedbrake: armed. Hydraulics: checked. Landing flap: set at 25 degrees. SCCM’s report: received.


The cabins are secure for landing. Find the Jeppeson charts. Locate the radio frequency. Find the flight management system’s buttons on the glareshield marked LNAV and VNAV. Put the Jeppeson map on a 100 mile scale using the EFIS control panel on the front panel. You’ll get a yellow FMC message on the middle screen when it’s time to land. On the control display unit between the pilots’ seats, twist the knob until the little numbers go down to 100 ft. above field elevation in the Jeppeson notebook. Get the aircraft set to land: press the LOC and G/S buttons on the glareshield. All three CMD lights will go on, and the system will automatically tune to the right ILS frequency. 1Turn on the autobrakes when the plane starts descending.

Landing Without ALS Retard the throttle: four levers for four engines. Keep the nose up and descend to 20,000 feet. At 20,000 feet, bring the throttles back up. You have to drop below 250 knots when you descend to 9,000 feet. Keep the nose up and throttle down. When the tower brings you down to 5,000 feet. You need those flaps out so you can fly slow. Drop airspeed by setting flaps to 5, then 15, when you’re down to 4,000 feet. As you start descending to the runway, you want flaps 20, then 30. Keep them there. When you reach 50 feet or so, the radar altimeter will start talking. When it says, “30,” bring the throttle back to idle. At 10 feet, raise the nose to slow down. Lower the nose, reverse throttles, and apply the brakes.

W i n l g a s u B n a n n A q ue e will be held on h t T First Solo

Karim Gharios

PPL Written Test Victoria Gregory Nathan Schaeffer Rory Nield

PPL Flight Test

Nathan Schaeffer Arvind Kumar

Saturday, January 31, 2009 CPL Written Test Karan Nain

cocktails at 6:30, Paul dinner Robinsonat 7:30 Amit Nagar Sahil Bhatia Jeremy Walz

at the

CFB Esquimalt Wardroom Private Pilot License Nathan Schaeffer Amit Kumar Victoria Gregory

Class IV Instructor Rating

Jeff Lightheart Come and enjoy a great dinner and an exciting evening!

Free Admission to Wings Graduates. Friends, Family and Club members Please call Dispatch for details.


F-r-o-z-e-n Bananas 6:22 a.m. Temperature plunges. Word spreads that a Victoria man finds ice on his windshield! Curious neighbours gather to watch him scrape it off with a credit card. One motorist, a former Albertan, claims use of mysterious “defrost” switch on dashboard can aid in process. 9:30 a.m. Hardware stores sell both of their snow shovels. Islanders begin cobbling together implements made from kayak paddles, umbrellas, plywood, cookie sheets, and boogie boards. 10 a.m. Golfers switch to orange balls. Beacon Hill Park cricket players, anxious not to repeat the ugly “snow blower incident” of the Blizzard of ‘96, switch to orange uniforms. Noon: Word of impending West Coast snowfall tops newscasts across Canada. Saskatoon hospitals report epidemic of sprained wrists related to viewers high-fiving one another. 1:20 p.m. Elementary schools call in grief counsellors. Grief counsellors refuse to go, citing lack of snow tires. 2:30 p.m. Rush hour begins an hour early as office workers come down with mysterious illness and bolt for home. Usual traffic snarl is compounded by a large number of four-wheeldrives abandoned by side of the road. 2:50 p.m. Aeroplanes are grounded and ferries docked. No way to travel between Island and rest of the world. Times Colonist headline: “Mainland cut off from Civilization.” 3:22 p.m. Prime Minister Harper announces Canada’s DART

rapid-response team can be on the ground within six months. “We can’t leave Victoria to deal with 225 centimetres of snow on its own,” he tells Mayor Lowe. “Um, that’s two to five centimetres, not two-two-five,” replies the Mayor. The Prime Minister hangs up. 3:33 p.m. Provincial government responds to crisis by installing slot machines in homeless shelters. 4:10 p.m. At behest of Provincial Emergency Program, authorities begin adding Prozac to the drinking water. 4:15 p.m. Fears of food shortages lead to alarming scenes of violence and looting. Grocery shoppers riot across the city, except in Oak Bay, where residents hire caterers to do rioting for them. 4:30 p.m. Bracing for the arrival of snow, the city is gripped by an eerie stillness reminiscent of Baghdad on the eve of the invasion. Searchlights comb darkening sky for first sign of precipitation. 4:48 p.m. Panic ripples across the region as words come in that the first flakes of snow have fallen on the Malahat. False alarm! “Flakes” turn out to be nothing more than anthrax spores released by terrorists. An uneasy calm returns to city. 5:40 p.m. Television reporter, Ed Bain, shaking uncontrollably, tells viewers that snow warnings have been extended. This weather pattern could go on for days. Mercury plummets to Calgary-in-August levels. Martial law is declared. Victoria-area politicians announce plans to establish an emergency command centre aboard HMCS Regina once it reaches Oahu.

Notice of the

Annual General Meeting of the

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

Wednesday March 4th 2009 in the Member’s Lounge Wine and Cheese at 6:00 — Meeting at 7:00 The Victoria Flying Club #101-1852 Canso Road Sidney BC V8L 5V5

250 656 2833 12

Jatinder Parmar (Marcel Poland)

Kim Sterling (Tristan Nano)

First Solo as of December 25 • 08

Special First Lisa Hand from Lake Oswego Oregon, in a Cessna 172P, side number N7499C, solo date 20 Sept. 2008 (earlier than I thought!) Hillsboro Airport, Hillsboro, Oregon, instructor was/is James Jula. (Photo and info sent by proud husband James Hand. Both James and Lisa are members of VFC but live in the US.)

Achievements First Solo Kim Sterling JP Parmar PPL Written Test Hans Raj Afshas Aziz Sonja Futehally

Natasha Gill Courtney Macpherson Victoria Gort Allen Crandall

Welcome New Members! Tanner Macneil Michael Pinner

Jeffrey Stephenson Steven Baker

CPL Written Test Summit Sharma Scott Webber


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







Theory of Flight &

The Annual

s Banque Wing t


will be held on

Licensing Requirements

Ian Watt



Ian Watt


Airframes and Engines

Mike Chow


Systems & Flight Instruments

Mike Chow



Yasuhiro Koide



Yasuhiro Koide



Bryon Thompson



Bryon Thompson



Bryon Thompson



Bryon Thompson



Bryon Thompson


Human Factors & PDM

Brad Fraser


Flight Operations

Trevor Mann


Flight Operations

Trevor Mann



Jeff Lightheart



Jeff Lightheart



Jeff Lightheart


Radio and Electronic Theory

Tristan Nano


Review (Tower Tour/Written Seminar)

John MacConnachie

Saturday, Jan 31, 2009 cocktails 6:30, dinner 7:30 at the

CFB Esquimalt Wardroom Come and enjoy a great dinner and an exciting evening! Free Admission to Wings Graduates.

Friends, Family and Club members welcome Call Dispatch for details.

Note: No Ground School on Stat Holidays

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



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

FIRE Rainbow The rarest of all naturally occurring atmospheric phenomena, the fire rainbow can only happen under highly specific conditions. These are: cirrus clouds at least 20,000 feet in the air with just the right amount of ice crystals, the sun must hit the clouds at exactly 58 degrees. This photo was taken at the Washington/Idaho border. Is that a contrail on the right?

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

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

To date, we have been able to create three new bursaries! Pick up cards for your family and friends too. This is a great opportunity for VFC members. We ! ort tha p p nk you for your su



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

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

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


Here’s a couple of interesting aircraft photographed by Tim Martin, an avid plane-watcher. Thanks Tim!



C-FDIY is a Helio H391B Courier. The a/c was imported from the US and registered in Oct/08. Picture taken at Pitt Meadows in early Nov. The Courier is a true STOL machine which has full span leading edge slats and deep cord ailerons for good control at low speed. Air America (the CIA airline) used many of these a/c in southeast Asia for its ability to operate out of small airstrips and jungle clearings.

C-GNSD is a Hatz CB-1 biplane built by William Blake at Pitt Meadows where the picture was taken in early Nov. when it was 1.5 hours into its 25 hour test period.

Silver Dart – Canada’s 100 Years



Open 8am 4pm daily

Come to VFC on Monday, February 23, 2009 O!

in the Victoria Flying Club

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


Help us celebrate the 100th Anniversary of

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

Coffee and cake all day! 16

Everyone welcome!

January 2009 - The Patrician  
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