Paul has noticed that some shareholders have had difficulty starting the aircraft engines in cold weather, particularly the 172’s.
Here is his suggestion:
Check the key and Master to ensure they are OFF. Key visible on top of sunshield.
1. Swing the prop a couple of turns to free up the cylinder oil.
2. Set the throttle about 1 and ½ times the distance you might ordinarily use when it is cold, from ¼ inch to 3/8th inch.
3. Prime the engine. The first prime is usually weak. Disregard it. Pull back the primer again and listen until it fills then rapidly push forward. Prime at least twice using this method. Rapidly pushing the primer forward helps vaporize the fuel in the cylinder. HEV has only 1 cylinder prime while HTD has 2.
4. Turn the Master ON and turn the key to start quickly after priming. If the engine catches you are ok, run it at least a full minute at 1,000 RPM to get the engine oil moving. Watch the Oil Pressure Gauge..
5. If the engine catches but does not run more than a few turns then quits, re-try the start and you may have to pump the primer while turning the starter.
Under no circumstances should you keep the engine turning over more than 3 turns if it does not start. In this case, prime again and attempt a re-start. The batteries are small and even when fully charged are only capable of a few start attempts, particularly in winter.
Beware of flooding as this can also happen in cold weather. Should you flood the engine, open the mixture and throttle fully and turn the engine over a few turns to get rid of the excess fuel. Wait a couple of minutes then try a normal start.
I hope this helps you and saves time during your booking.
HEV has its landing and taxi lights mounted in the wing rather than under the prop. This works well when landing as the lights are aimed to meet a few hundred feet in front. It is not so good when on the ground. When you come to a corner or even a curve in the taxi way it makes the forward path very dark until you complete the full turn. Please be wary of this and watch carefully as you transition from runway 25 to ramp 3. The curve disappears including the reflective beacons. As there are no blue lights, only reflectors, one has to watch carefully.
Paul tries his best to keep the battery charged in our hanger for anyone night flying. Please ensure you use the switch with the timer working. At least twice someone twisted the timer to the point where it stuck and discharged the battery that powers the hanger light. If you get caught without a hanger light you can pull your vehicle around to shine into the hanger. This works quite well.
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C-GHEV
This C172 has 2 Garmin GPS units. The operation manuals for these are available online.
You might want to download and print your own paper copy as well.
......
BC WEATHER WEBCAMS & more cameras at bottom
GHEV's radios are a new experience. The Garmin 250XL Nav Comm will have to be learned. Print out the on line manuals and study them before you get to the aircraft. Otherwise you may use all your time trying to get the Comm working. I used the Quick Reference Guide as it is only a few pages and had no problem at all. There is a 2nd radio that will work without the Garmin Nav Comm. On the Audio panel, use only the bottom row of buttons as the top row is for the speaker only. There is a switch on the right side of the audio panel that also has to be on Comm 1 or Comm 2 to transmit. If this is not on properly you can listen but not transmit. There is no monitor feature like in HTD.
As the Airspeed is calculated in MPH, you will have to keep aware of your speeds. This is significant if you are familiar with HTD and try to fly as slow in MPH as HTD in Knots. Use the POH stall speeds and other speeds as required. Unfortunately both GPS’s indicate ground speed in knots. As we all have excellent situational awareness this won’t be a problem.
The POH and Garmin manuals for the 296 and 250XL are in the small container with the aircraft documents. Read them as needed but DO NOT remove from the aircraft. With permission you may take them to a location on the airport to be photocopied. Please call Lowell or Penny to ensure no one has booked the aircraft while you have the manuals out to copy.
Remember to use only mineral oil in the black containers for the first 50 hours.
AMAZING EYE TEST
Motion Induced Blindness
Do NOT fix your gaze for more than a couple of seconds on any single object. The instructors, some of whom were WWII veterans with years of experience, instructed us to continually to "keep our eyes moving and our head on a swivel" because this was the best way to survive, not only in combat, but from peacetime hazards (like a midair collision) as well.
Click on the link below for a demonstration |
POHs for our planes You can now download and print your own copy of the POHs for our aircraft. Or just read them online if you prefer. CLICK HERE
NEWSLETTERS PAST
CAN, FLIGHT SUPPLEMENT ONLINE click
CURRENT WEATHER - ALL AIRPORTS click
COPA-5 & Boundary Bay Flying Club
MOT CARS
USA FLIGHT INFO
MORE HELPFUL LINKS AT BOTTOM OF PAGE
NEWSLETTERS PAST
CAN, FLIGHT SUPPLEMENT ONLINE click
CURRENT WEATHER - ALL AIRPORTS click
COPA-5 & Boundary Bay Flying Club
MOT CARS
USA FLIGHT INFO
MORE HELPFUL LINKS AT BOTTOM OF PAGE
US CHANGES TO CDN PPL ADD-ONS
Canadians may fly CDN registered plane in the US using their current CDN licence - no change in that.
BUT......
Every year I spend several weeks in the US where I rent and fly C172s. Rental of a US aircraft requires a US FAA add-on licence document. My original was issued at HNL airport by a FAA clerk. Five minutes tops ! Free. No passport was even required in 1978.
This FAA document says that if the CDN licence is valid, the FAA add-on makes it equivalent to a US PPL. Things have changed.
In November 2010 at my local Arizona airport I was refused a plane rental because my FAA add-on document has gone stale. No notification came from the FAA beforehand. The document must be reissued. This has caused a delay of 60 days, start to finish. The process is shown below.
If you have any kind of FAA add-on document, check now to verify that it will be acceptable in the US when you next plan to use it. FAA is also re-registering ALL US planes since they have lost track of 10,000 planes !
Today, (day 60), I picked up my US PPL at the Scottsdale AZ FFA office.
It is "Recertification of a foreign licence"
For you to get your FAA recertified PPL add-on you would work through an FAA local office - your option where.
A good starting point
http://www.faa.gov/search/?q=foreign+verification&x=37&y=17
The steps
1 Go online and create an FAA account. (Do you have one already for trans-border flights ?)
2 Fill in the online documentation - print clear copies.
3 Find a hi-quality fax machine (Staples ?) and fax every page of your documentation to the Oklahoma City fax number.
4 Wait for their response. Usually 24 hours. If every item faxed clearly (doubtful) they will verify it all with CDN MOT. This takes 45+ days.
5 If the faxes were too messy or incomplete you must Xerox and snailmail it.
6 Wait for the letter back from OK City FAA saying it all checked out. About 45 days in my case.
7 Phone your nearest FAA office for an appointment to meet over a desk.
8 Take everything they could think of requesting. This is very promptly booked.
9 At the FAA meeting you get cordial help completing another form.
10 FAA issues a flimsy temporary paper licence for 120 days. (The same office will extend it if necessary)
11 FAA will snailmail a final licence in plastic credit card form. You choose the mailing address with some concern for where you will be at that date.
12 The final plastic card arrived by snailmail 30 days after the temporary paper licence was issued. So the total time involved was 45 days plus 30 days. (Some CDN pilots have had much longer waits.)
BUT......
Every year I spend several weeks in the US where I rent and fly C172s. Rental of a US aircraft requires a US FAA add-on licence document. My original was issued at HNL airport by a FAA clerk. Five minutes tops ! Free. No passport was even required in 1978.
This FAA document says that if the CDN licence is valid, the FAA add-on makes it equivalent to a US PPL. Things have changed.
In November 2010 at my local Arizona airport I was refused a plane rental because my FAA add-on document has gone stale. No notification came from the FAA beforehand. The document must be reissued. This has caused a delay of 60 days, start to finish. The process is shown below.
If you have any kind of FAA add-on document, check now to verify that it will be acceptable in the US when you next plan to use it. FAA is also re-registering ALL US planes since they have lost track of 10,000 planes !
Today, (day 60), I picked up my US PPL at the Scottsdale AZ FFA office.
It is "Recertification of a foreign licence"
For you to get your FAA recertified PPL add-on you would work through an FAA local office - your option where.
A good starting point
http://www.faa.gov/search/?q=foreign+verification&x=37&y=17
The steps
1 Go online and create an FAA account. (Do you have one already for trans-border flights ?)
2 Fill in the online documentation - print clear copies.
3 Find a hi-quality fax machine (Staples ?) and fax every page of your documentation to the Oklahoma City fax number.
4 Wait for their response. Usually 24 hours. If every item faxed clearly (doubtful) they will verify it all with CDN MOT. This takes 45+ days.
5 If the faxes were too messy or incomplete you must Xerox and snailmail it.
6 Wait for the letter back from OK City FAA saying it all checked out. About 45 days in my case.
7 Phone your nearest FAA office for an appointment to meet over a desk.
8 Take everything they could think of requesting. This is very promptly booked.
9 At the FAA meeting you get cordial help completing another form.
10 FAA issues a flimsy temporary paper licence for 120 days. (The same office will extend it if necessary)
11 FAA will snailmail a final licence in plastic credit card form. You choose the mailing address with some concern for where you will be at that date.
12 The final plastic card arrived by snailmail 30 days after the temporary paper licence was issued. So the total time involved was 45 days plus 30 days. (Some CDN pilots have had much longer waits.)
Excerpted from Nov.30 Newsletter
Lo and behold, last Wednesday the hanger door stakes were all frozen into the holes. In future Paul will pour some anti-freeze into the holes. Due to the effect of wind on the doors, we cannot leave the stakes up. Perhaps Paul can shorten them to reduce the chance of being frozen in. In any case Paul will leave some anti freeze where we can get it if it freezes again in future.
Excerpts from Oct. Newsletter
Lots of bugs again so use the Fantastic to clean the paint and Pledge for the windows. Paper towels are for messy oil wipes.. Please don’t ever use paper towels on the windscreen. They will leave scratches.
Last Saturday Dave had to use pliers to turn the dip stick in HTD. The dip stick only needs to be finger tight to serve its purpose. No more he-men please.
Paul said we can now use the regular petroleum oil in the blue bottles in HCJ.
For the next month or 2, let’s check the tires and make a note in the log book that they are ok with no flat spots. This way, we will know when they do get damaged. This can be a simple entry where we enter any oil additions. Just say “Tires ok”.
I notice everyone is remarking on the tires in the log. So far, no flat spots. Great.
Until further notice HTD is VFR only. See your email for details
A couple of times last week including Sunday afternoon, someone placed HTD front centre when HCJ was out flying. This leaves it up to the next pilot to move the aircraft you flew earlier. The only aircraft that has a spot designated to it is XTW and that is only because of the close tolerances for either of the Cessna’s. They will fit in the space we usually park XTW in but you are taking a chance on scraping a wing tip and breaking a light at your expense so let’s leave the Cessna’s front centre and rear left.
SEE THE HUGE LINK LIST AT PAGE BOTTOM
Excerpt from Aug Newsletter
Dave did a climbing check on XTW and is satisfied it out climbs the pre Power Flow exhaust. Paul confirmed this as well and states we are getting approximately 80 RPM increase on a static check. This is about the equivalent of an additional 10 or more horsepower. If anyone else experiences a marked improvement compared to their previous flights, please let me know.
Dave did a climbing check on XTW and is satisfied it out climbs the pre Power Flow exhaust. Paul confirmed this as well and states we are getting approximately 80 RPM increase on a static check. This is about the equivalent of an additional 10 or more horsepower. If anyone else experiences a marked improvement compared to their previous flights, please let me know.
EXCERPTS from August Newsletter
Well we did better again than last month. A total of 106.2 hours. We are off by about 37 hours compared to last year which isn’t bad. I am beginning to believe the economy is having some impact on our group. This is fine as the aircraft are still there when you are ready to fly again.
We currently have at least 5 on a waiting list plus enquiries to purchase shares, so anyone interested in selling should command a good price right now.
I have placed new VTA’s, VNC’s and CFS’s in each aircraft. Please try to keep them useable for everyone. I noticed some writing and highlighting on the old charts. You should consider that not everyone will be flying to the same destination and could be mislead by your highlighted courses. I think if you use a soft pencil to lay out a course and erase it after we could all live with it. I could not locate the CFS in HTD when I placed the new one in the glove box. It may have been somewhere else as I didn’t look too carefully. The message here is to leave the tools we supply in the aircraft for everyone to use.
We are still waiting for the replacement exhaust system in XTW. Hopefully before the end of September.
We currently have at least 5 on a waiting list plus enquiries to purchase shares, so anyone interested in selling should command a good price right now.
I have placed new VTA’s, VNC’s and CFS’s in each aircraft. Please try to keep them useable for everyone. I noticed some writing and highlighting on the old charts. You should consider that not everyone will be flying to the same destination and could be mislead by your highlighted courses. I think if you use a soft pencil to lay out a course and erase it after we could all live with it. I could not locate the CFS in HTD when I placed the new one in the glove box. It may have been somewhere else as I didn’t look too carefully. The message here is to leave the tools we supply in the aircraft for everyone to use.
We are still waiting for the replacement exhaust system in XTW. Hopefully before the end of September.
UPDATE:-MOT is doing RAMP CHECKS.
Recently one officer went through personal items such as lic, med, charts, CFS etc while another went through the aircraft. It took over half an hour to complete the check. They were so fussy that they made a pilot write up frayed seat belts that looked very good while MOT observed him writing the snag. Fortunately for the pilot, PRO IFR keeps the docs up to date including the charts and CFS. I will make sure they are current as best I can. If you are flying and the chart or CFS is out of date, purchase a replacement and send the bill in with your payment. The company will not be responsible for you taking off with outdated documents. I am waiting for the new VTA’s which are expected near the end of July. Be warned.
HCJ had a dirty plug problem reported again this morning. As I had a trip planned, during run-up, I leaned the engine and ran it to clear the fouling. It ran fine after that. Remember to lean.
JULY NEWSLETTER EXCERPTS:
By now you should have had time to read and process the new Schedule “B” Flying Rules. I have not heard any comments at all so we assume everyone finds them acceptable. Most people are filing Flight Plans now instead of an itinerary with a responsible person. This is for the better, but please remember to close it or we will be called by the RCMP or CASARA.
Our spare oil in the closet and the extensions are in the little cabinet. The funnels or extensions are in a plastic bag with some rags. Please try to keep the oily cloths from getting on the new towels
Some shareholders have done fine work in cleaning the aircraft. This is a considerable help to members. The Fantastic bottle is a strong cleaner only for paint and metal surfaces - it will fog and craze plexiglass.Plexiglass is cleaned only with the Pledge bottle please.
Please take care with the headsets as they are fragile.
If you book a plane and return quite early, or if you decide not to use a booking, it is important to phone in a cancellation. In summer there are frequent standby flyers waiting for planes.
______________________________________________________________________________________________
June 28 2010
From Lowell Breckon:
I have attached a copy of the revised version of our Schedule “B” Flying Rules. They were approved by the Board effective June 29, 2010.
There were several areas the Board wished to clarify and communicate to the shareholders. The major changes are:
· New Shareholders will have to have a current and valid pilot’s license and Medical to purchase a share.
· In an effort to maintain the original “recreational” nature of the company, no commercial upgrade training will be permitted.
· We have also eliminated IFR training as we do not currently keep the VOR’s and ADF’s within the required tolerance to fly IFR.
· Shareholders must now inform the Booking Secretary if their license or medical is not current according to Transport Canada Regs.
· When booking we would like to have the name of the responsible person if not filing a Flight Plan.
· New Shareholders will have to complete a check ride on all Company aircraft with a Company approved CFI
As you can see from the foregoing, the reasons for these changes are twofold. On the one hand, we do not wish to be in competition with the Flying Schools in conducting commercial Upgrade training. This was a cause for a near shut down about 10 years ago and we do not wish to bring the wrath of Transport Canada down on us again. On the other hand, we have closed some areas which could be an insurance liability to the company.
We have a couple of shareholders who were grandfathered from these changes and on the consideration of all members of the Board will complete what they have begun. Once they have completed their training, we will apply these new Flying Rules to them as well.
The effort behind these changes is not to be restrictive, rather to be safe and fair. We enjoy relatively inexpensive flying compared to renting or owning and wish to keep the company going as long as possible.
If you have any comments on these changes, please feel free to pass them along. We on the Board set out to do our best on behalf of all the shareholders. We would like to know if we are meeting this test.
Best Regards,
Lowell Breckon
__________________________________________________
LINKS for PILOTS
Canadian Owners and Pilots Association
Experimental Aviation Association
AeroPlanner - online flight planning
Terminal Charts for North America
AVWeb - aviation news service
Aviation News Network
Neilson Practice Exams
Private Pilot Exam Program
Aeronautical Information Manual
Canadian Aeronautical Regulations CARS
Flight Test Standards
Aeronautics Act
Aerospace Online (Commercial Aviation Directory)
Airports Enroute (online flight planning)
Airline Transport Assoc. of Canada
America Owners and Pilots Assoc.
Canadian Border Services GC
Canadian Aviation
Canadian Aviation Maintenance Council
Canadian Owners and Pilots Assoc.
Federal Aviation Administration
Landings Cyberhub
ZBB Airport INFO
NAV Canada Flight Planning
Telemark's BC Photos
US free online air charts
ZBB weather webcamWeather Satellite View
MOT Weather Radar view
Canadian Flight Supplement online
CARs OnLine
Whidbey Weather RADAR
ZBB in COPA guide
WEBCAM LISTING
· Bastion Mountain
· Bamfield
· Big White
· Chase
· Coquihalla Hwy
· Holiday Park Kelowna
· Nome Alaska
· Rogers Pass
· Salmon Arm 2
· Salmon Arm 3
· Salmon Arm Airport 1
· Salmon Arm Airport 2
· Salmon Arm Airport 3
· Scotch Creek
· Sicamous
· Silver Star
· Sun Peaks
· Thompson River
· Vancouver
· Whistler
· Whitehorse
More WebCams BC & World -vast list
Weather Search
Thanks to Shareholder Mick who has given us a couple of helpful places to look for current weather and other information in regards to airports, near and far. Try them out,
ADDS (Aviation Digital Data Service) http://aviationweather.noaa.gov/
NAVMONSTER - CYVR-40 http://navmonster.com/wx/yvr-40
ADDS (Aviation Digital Data Service) http://aviationweather.noaa.gov/
NAVMONSTER - CYVR-40 http://navmonster.com/wx/yvr-40
Dave's recent flight to Alberta Av Museum below
You can tour the excellent Alberta Aviation Museum at
this site-->HERE
You can tour the excellent Alberta Aviation Museum at
this site-->HERE
Paul Weston AME
Paul Weston is the AirShare AME and provides AME services for pilots at
Boundary Bay Airport.
Paul may be contacted HERE
Boundary Bay Airport.
Paul may be contacted HERE
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