|
|||||||
|
|
|
|||||
|
|
|||||||
PUFA NEWSLETTER
 |
||||||||||||
|
||||||||||||
|
|
January 20, 1999
Daryl Hegyi, President
Tobias Kreisz, Vice-President
Mario LeBel, Treasurer
Debbie Major, Secretary
Mail to: Pacific Ultralight Flying Association
102-16071 82 Avenue
Surrey, B.C. V3S 2L6
PUFA Newsletter published by Glenn Ursel
From The President
by Daryl Hegyi
Welcome to the last year (Sic) of the century!! (Editor's note: the last year of the 20th Century was 2000 and the first year of the 21st Century and 3rd Millennium was 2001)
On behalf of all members, I would like to thank President Beverly Lawrence for her efforts over the past term. And I also thank Toby Kreisz, Vice-President, Mario LeBel, Treasurer, and Debbie Major, Secretary, all of whom graciously accepted a second term in their positions.
I look forward to an exciting year in 1999 and I would like to in turn concentrate on making the club exciting and worthwhile for the members.
At the last meeting, it was decided to raise the membership rate from $25 to $30. But it's not all bad, because we get lots of benefits for that small fee. Every member gets the most excellent newsletter, edited by Glenn Ursel. And we sponsor fly-ins where the hot dogs are free and the hanger talk runs even freer. Not to mention those traditional pancake breakfasts. So don't complain too much when you pay your dues this year.
It was also suggested that we provide a bursary of $15 towards membership fees, to sponsor new student pilots to the club. That's a great way to attract new members.
There's been a lot of activity on our web page - "http://www.tvinet.ca/pufa". A lot of members are getting internet access and mail accounts and are plugging into the next millennium. We hope to do a lot more with the web this year. But we're not abandoning those who can't (or won't) get access - we are still producing the newsletter in paper format and mailing it to each member. We hope to get a new "members" area on the web page, so that the members can get more neat stuff and stay in contact better. We need help with this, so please don't hesitate to send your submissions to Glenn Ursel, myself, or any of the executive.
I can be reached at email pufa@tvinet.com" and Glenn at email gursel@direct.ca".
We'll see you all on Thursday, January 28, 1999, at our new meeting
place, the Tynehead
Community Hall at 96 Ave and 168th St. Surrey.
Editorial Note
by Glenn Ursel
Daryl is very kind with his reference to my efforts on this newsletter. It is true, though, that we need the assistance of the membership to make both the newsletter and participation in the club interesting and worthwhile. Please send me your ultralight stories!!!
I have been somewhat successful in this issue of the PUFA Newsletter
in that Jeff Rochon has forwarded another story to me whimsically titled
Frigid Digits about his flight to Mount Baker with his old friend Bill
(Finlayson) in those halcyon days of not so long ago and before he was
sadly stricken with a severe heart attack and subsequent stroke last
October.
As mentioned in my last newsletter, it was suggested that I write profiles of individual members and I was fortunate to obtain Ray Crotteys cooperation to be the first one off the mark. Hopefully others will follow...
February, 1999 Flying Events
Sunday, February 7, 1999, 9:00 am to 11:15 am
Delta Airpark, RAA Chapter 85 monthly pancake breakfast
$3, 9:00 am to 11:15 am
Listen to the pre-recorded arrival procedures for Delta
Heritage Airpark
phone 878-9050
*Information supplied by Gordon Denham
Frigid Digits
The suggestion was spontaneous. 1 hadn't even planned to go flying that briskly cold winter day. So, when I asked an old flying mate if he wanted to attempt a flight to the top of Mt Baker, it surprised me as much as it did him. Mt Baker is located just across the U.S./Canada border in Washington State. The mountain is listed as an active volcano that rises to just under 11 thousand feet and is permanently snow capped. A trip in our humble ultralights to the peak and back would cover some 100 hundred miles. Not too daunting we agreed but we knew multiple layers of clothing were definitely in order given the time of year.
A good pre-flight on Bills Yarrow Arrow and my Renegade open cockpit biplane and we were ready to leave. As we taxied to the button, I thought back on the many times Bill and I had flown together. We usually didnt fly too far from our home strip but we managed nonetheless to fly to many destinations together over the years. Bill was a meticulous pilot as far as planning and safety was concerned. He was a cautious man and overlooked no detail. Sometimes I champed at the bit to go faster or sooner. Demurring to his wishes was usually easy, however, as I valued his company. Not to mention he was my senior by ten years, reaching into his sixties, a fact I enjoyed rerninding him about on occasion.
As was our practice, Bill took off first with my Renegade hot on his tail. We had decided to set a very modest 250 feet per minute climb rate. This, by our calculations, would place us at the desired 11,000 ft as we arrived at the peak. Bundled up as I was, it was hard to turn my head to the side without displacing my balaclava and obscuring my vision. I was glad I had it though and the two pairs of gloves, longjohns, two sweaters etc. I looked like a mummy. The only thing that Id overlooked was more substantial footwear. As we slowly climbed past five thousand feet, then six and seven, my feet and the thermometer told me just how cold it was, -2oC! Not bad but it would get colder. Bill chatted with me occasionally and teased me about how comfortable he was in his enclosed cabin. I blew past him once and asked him to get out and see what was wrong with his plane as it seemed to have stopped in mid air. We were having a great time. At the last minute before takeoff, he had thrown his camcorder in the plane and was busily recording everything in sight, including the slowly spinning altimeter. He was not going to leave any question of his exploits to the doubting Thomas' back home.
Our two stroke engines were purring and seemed not to mind the increasingly rarefied air as we passed ten thousand feet. The monolith of a mountain grew slowly in our windshields until we had to adjust our course to circle the peak at a safe distance. 11,200 ft and level! Cameras clicked. Camcorders recorded. I was disoriented by the seemingly odd sensation of the snow covered crater rim zipping by, while the valley floor two miles below appeared fixed. It took a little time to adjust.
After a time, Bill asked if I were ready to return home. "Affirmative" I squawked. "Say again" came over my earphones. "Yes I'm ready" I said. There was silence for a moment, then Bill again "There's something wrong with your radio. I can't rnake you out." I paused to consider the problem. I could hear Bill just fine so the problem was probably transmitter related. After shaking and wiggling connections and testing the effects, the problem only worsened. Then it hit me. My hand held radio was powered by tiny batteries. They were in good shape before I'd departed but the ever decreasing temperature, now -6oC, had rapidly drained them of power. I could receive Bill but the much higher power needed to transmit was not available. It was a minor problem but, with my feet beginning to feel like logs, I had visions of sea level and something hot. Bill had turned for home field by this time so I followed suit. I was wishing it were closer.
As if Bill could read my mind, he called and suggested that I could key the mike button in response to his questions. The effect, when I pushed the transmit button, would be to break the squelch on his radio. That would make an audible static click. We could then communicate in a fashion. Key once for yes, two for no he suggested. He asked if I agreed. I depressed the button on the stick once. "Great" he said. Would you like to divert to Chilliwack? I hadn't even considered that option. We usually picked an alternative airport, or at least Bill did! Chilliwack lay only twenty miles to the north. My feet and the lure of hot chocolate and homemade pie at the airport cafe made the decision for me. I clicked once emphatically.
We did a modest plummet at 1000 fpm (65 mph) to the Fraser Valley. Bill calmly asked about this and that. Was the decent too steep? Two clicks. Were my feet O.K? One click for him. Two silent ones for me. As we approached Chilliwack, I heard my wingman advise me to switch frequency to 122.7 and he would plus" me in. I complied and soon the wheels chirped and we were thawing out in the airport lounge. Warmed inside and out, the trip from Chilliwack to home was uneventful. Even my radio worked to a degree now that we flew at 1500 feet in warmer skies. I thanked Bill for his resourcefulness in my mini emergency. His thoughtfulness of my predicament made my discomfort more tolerable. This was one of the many times I flew with him. I have countless fond memories of others. Bill doesn't fly much now. His health is not what it was.
Jeff Rochon
December 3, 1998
Meet PUFA Member Ray Crottey
Ray Crottey was born in 1935 and grew up in Crystal Falls, Ontario where his father worked for Ontario Hydro. Ray had one brother, now deceased, and one sister. After Ray left school at the tender age of 13 years, he worked in the logging industry in the area for 4 years until he joined the RCAF in 1952. Ray was in the air force for 25 years during which he was became an expert in Weapons Tech Air & Explosive Ordinance Disposal. He worked with police in disarming bombs set by terrorists and deranged individuals.
During Rays time in the RCAF, he had an opportunity to fly in many planes starting with the Harvard in 1954 in which he flew 113 hours, then some time in the back seat of the T33 jet trainer, a CF100 twin jet fighter reconnaissance and a Dakota C47 (known as a DC 3 by civilians) which towed a target for soldiers to take potshots at with armoury on the ground.
After retiring from the air force, Ray then found work as a film projectionist and, subsequently, business agent for IATSE which is the International Alliance of Theatrical and Stage Employees (and Motion Picture Operators of North America).
It was during this period of Rays eventful life when he discovered his true love, ultralighting, albeit getting off to a rocky start. He was introduced to the sport by taking a fan flight in a two seater Lazair at King George Airpark in 1985. Unfortunately, the pilot clipped a building with one side of the wing and the flight was abruptly terminated. Ray got his $25 back!
Unhurt and undaunted, Ray then went up in a Quick Silver at the competing Sun Fun airschool of the day over on 72nd Avenue and 152nd Street. However, he wasnt favourably impressed with the Quick Silver and moved on to try a fan flight in a two seat Beaver over at the old Extraodinair field now occupied for some years by the Japanese owned Swaneset Bay Golf Course and Country Club. Ray says he flew with the Ultralight instructor only a few minutes when he asked to return to the airfield. Puzzled, the instructor asked if he was nervous or something and Ray said not all. He simply had made up his mind that he was going to take the ultralight pilot training course in the Beaver and only needed to return because of work considerations.
After completing his pilot licence requirements, Ray purchased his first Beaver on floats, C-IEFN. Unfortunately, soon after, he made the not so uncommon error of landing on Pit Lake with the wheels down!
Since then, Ray has owned a single seat Beaver, C-IDSN, which he originally purchased from Jack Blair who died of a heart attack at the relatively young age of 43 years and which he recently sold to an American from Independence, Oregon.
While he owned the single seater, Ray also purchased another two seat Beaver, C-IDPR, which was previously owned by Clive Johnson (who also expired of a heart attack before his time).
Ray in his hangar at Glen Valley
During his ultralighting years, Ray has closely associated with his flying buddies, Gordon Denham and Claude LeClair. The threesome have of necessity had to move their planes and hangars around the local landscape as first the old Extrordinair field fell by the wayside with the development of the Swaneset Golf Resort which forced Gord Denham out to Craig Smiths field at Yarrow and Ray and Claude to Fort Langley.
Subsequent to that period of the early nineties, the three found a farmer over on Harris Road in Pitt Meadows who was willing to let them clear a runway and area for their hangars. The Golden Ears Field lasted for a period of about 5 years until the farmer sold his land to retire in Maple Ridge.
Ray and his flying buddies next moved their hangars over to the Glen Valley Airfield owned by Fred Glasbergen. The move was an enormous job, lasting some three months during the fall of 1997. All three have vowed never to move the hangars again.
Glen Valley Hangars
Ray plans to retire this spring from his current position as Deputy Director of the BC Film Classification Division of the Ministry of Attorney General. No doubt he will spend more winter time in Mexico with his Dodge Diesel pickup and
Rays Truck
camper. However, Rays summers will continue to be devoted to his passion for ultralighting.
Glenn Ursel
January 20, 1999
Ultralight Advisories Emailed to PUFA Website
To: 377/447/503 Ultralight Engine Alerts/Advisories ENGINE1@LISTBOT.COM
377/447/503 Ultralight Engine Alerts/Advisories -
http://www.ultralightnews.com/news/advisory.htm
Subject: Ellison Carbs on Rotax
December 6, 1998
From Bombardier-Rotax GMBH
To Ellison Fluid Systems, Inc.
Re: ELLISON carburettors for ROTAX aircraft engines
Dear Sir,
We have to inform you about the following situation: Due to production liability and legal situation we are against using your carburettors on our aircraft engines. We don't accept any kind of warranty claims which are based on a situation where ELLISON carburettors have been used on ROTAX aircraft engines.
We don't know your carburettor system, we didn't make any verification tests with ELLISON carburettors on our engines. Further we don't intend to make such tests in the future. You must inform your clients about this mandatory statement from us.
Yours faithfully,
J. Fürlinger S. Schmuckermayr
BOMBARDIER-ROTAX GMBH
To: 377/447/503 Ultralight Engine Alerts/Advisories Engine1@listbot.com
377/447/503 Ultralight Engine Alerts/Advisories -
http://www.ultralightnews.com/news/advisory.htm
Subject: Full Lotus Alert
November 19, 1998
FULL LOTUS INDUSTRIES LTD."CEASE FLYING" DIRECTIVE TO ALL FULL
LOTUS CUSTOMERS:
There have been some isolated reports of Hull Caps, the polymer, zippered-on
fore section on the base of the Full Lotus Floats, separating from the
float body during taxiing manoeuvres. We have not seen this problem
before now in the 12 years that Full Lotus Floats have been in use.
While these incidents have been isolated to only a handful of pilots amongst
a customer base of 1000's of users, it has lead us to conclude that it
is critical to create redundancy to prevent the cap from separating from
the float body regardless of the circumstances or rarityof the incidents.
Based upon this conclusion, using safety as our sole criteria, we hereby
direct all Full Lotus customers to CEASE FLYING THEIR AIRCRAFT IMMEDIATELY.
The results of not foIlowlng this directive could be catastrophic, leading
to potential loss of your aircraft and your life.
THE SOLUTION: Full Lotus Industries Ltd. is committed to seeing that all of our customers are flying on safe floats. To this end we will be delivering (prepaid by surface) to all of our customers a field upgrade kit that will add the required redundancy to protect against Hull Cap separation. The upgrade will take the average owner 6 Hours to complete and can be done with the Floats still mounted to your aircraft.
CONTACT US FOR YOUR KIT: So many of our customers have changed address since we first shipped them their floats, that we need you to confirm your shipping address by calling us at 604-946-6101. Leave your address with the tape recorded message and we will get the kit out to you immediately with full instructions.
We apologize for the inconvenience this directive will cause all our customers. DO NOT COMPROMISE YOUR SAFETY BY FLYING BEFORE YOU HAVE IMPLEMENTED THIS UPGRADE.
Sincerely,
Brenda Phillips, Product Manager
Full Lotus Industries Ltd.