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190706

Previous Newsletter  June 2019

Next meeting Thursday, July 11, 2019.

7:30pm, Blair Field Clubhouse.

 
MICROSOFT OFFICE FRONTPAGE EXPRESS
 
That's the software my son showed me how to use way back around 2000, to produce this newsletter. At the time, it was part of the Microsoft Office suite. Not anymore!...   So, if this present laptop I am using decides to screw up like my previous desktop did a few years ago, I will be in trouble!  If anyone has one old desktop from 1998 to 2003 that still has that program on it, I might buy it as a backup. Please let me know.
 
As Microsoft keeps on updating Windows without asking me for permission, who knows what might happen to that software I need!
 
Also, I am still looking for battery packs from dead laptops. I have been using the batteries for Winter projects at my electronics workbench. So, if you have any, please consider calling me to pick them up, for the same price as you get from the recycler!  :-)    [email protected] 
 
 
BC FLOATPLANE
 
 
 
ROSS CREEK FLY-IN
 
I made it back to the Ross Creek Fly-In on June 30, but I drove. I picked up Paul in Pritchard and we arrived by 11am.  There were maybe a dozen people left, and Bill and Fran were getting ready to leave. Breakfast was still being served, so we sat down to enjoy it while visiting with Bill Huxley and Jack, and some of the other attendees.
 
Apparently some ten aircraft had come, but there were only a few left at the strip. When an aircraft took off during breakfast we knew it was Bill Davidson's, it has a very characteristic sound!

 
 
Merlin Formation

The Canadian Warplane Heritage Museum (CWHM) and the Hamilton Air Show organized a historic aviation event with The Merlin Formation. It was Fatherís Day weekend, 2013, and CWHM brought together six W.W. II Warbirds for a formation flight. These six warbirds were powered by a total of ten Rolls-Royce Merlin Engine.

 
 
From Paul Parsons  (In New Zealand)

One day last century........  Yes it was a long time ago - especially if you are in the younger generation  of pilots who have only read about DH Tiger Moths, landing T's and been introduced to air traffic control by the Aldus Lamp. However, my earliest memories of aircraft involved them doing rather unpleasant things to young boys who failed to use the bomb shelter, preferring  to watch aircraft instead. So to me the incident I'm about to relate some times seems little more than yesterday.

I was to return to Hamilton from New Plymouth. The met. report didn't look too bad but promised to get worse later in the day . To double check I phoned Hamilton ATC and some one who lived not far from the Hn airfield . Both parties gave positive reports on the state of the weather so I decided to depart . However, my personal check list includes always carrying the maximum amount of fuel. At the time I had on board the fuel needed for the expected duration of the trip and more than  40+ minutes beyond the expected time to Hn. There was still capacity to take  more fuel. I was tempted to ignore my own fuel rule as it had started to rain. After a brief argument with myself I topped off my fuel - and I proved to my self the wisdom of my actions. As I approached Awakino the New Plymouth ATC broadcast an all stations message stating that New Plymouth airport was closed to ALL traffic and repeated the first part of the message adding INCLUDING ALL  IFR traffic.  Just about this time I flew into unexpected weather conditions and knowing that I couldn't return to NP I would look for the first open space to put down and sit out the storms .The nearest air strip was the gravel strip next to the beach at the Taharoa Ironsands site but the wind was at 90 degrees to the strip at  good 25 - 30 kts and gusting to ??? (and not wide enough to land accross)  The cloud was now down to the cliff tops and the coastal surf was about the only certain "land mark" ( but not an inviting one for someone who doesn't count surfing amongst his sports) The gusts that started hitting the plane pushed the RPM up to the red line despite the throttle being closed as each gust made the plane vibrate as it stuck. My overnight bag, which was strapped in the Rh. seat was litterally torn out of the the straps and hit the canopy before hitting me as gravity asserted its authority over the bag. Needless to say my ground speed was well below that which I had expected to achieve earlier when I did my flight planning. A trip that I had expected to take 35 - 40 minutes took the best part of  2 hours. Had I gone with my original fuel load which was more than sufficient for any normal diversions  I would have been having surfing lessons about 40 minutes before  reaching Raglan where I spent the night. LESSON: YOU CAN NEVER CARRY TOO MUCH FUEL - unless your on fire.

 
From Willy Trinker

First off, apologies to our foreign friends but please note that the Canadian UL-PP, which is described below, can only be used in Canada for recreational purposes.

Let me start with a little History  

On or about in 1985, while driving the TC east of Kamloops, I was sidetracked by a lot of activity in a field. There was a bunch of cool looking little aircraft parked, something one might consider an office and a few small hangars. Being drawn by the Beavers, Birdman's and Lazair's buzzing around with their smoky and screaming 2 stroke engine over that field I decided to stop in and take a closer look. I was somewhat intrigued by what one witnessed and little did I know how this short stop-over would have an affect on the rest of my life. Add to this a visit to the Vancouver Home Show about the same time and the display of a CH-701. I can't recall if I actually talked to Chris Heintz at that time but whoever it was, it really set me off onto this now 30+ plus year of Kitplanes subscription and my path of aviation. To be able to build and fly ones own airplane is just something that will never grow old with me. But how times have changed.

It was no doubt a bit of the Wild West what recreational aviation concerned in those days, little training needed, "..buy a kit from me and I'll teach you how to fly it" and new designs popping up like unicorns in a magic irrigation pipe and sailcloth forest, with each and everyone claiming the performance of a Cessna 185 with the operating cost of your Grandpa's trusty old Taylorcraft.

But best of all in those days, there was no tall wire fences, no "Keep Out" signs, keyed gates and locked hangars, all of which has turned us into a somewhat "privileged access" lot of individuals. There were a lot more active airports,  farm fields, pilots, schools and training across this great land than now. UL Flight Training in those days was simpler, basic and if you had an RX 350, 550, 650, Lazair, Chinook most likely a few hours of dual would send you on your way.

Over the years and plagued by numerous fatal accidents the industry and Transport Canada, realizing some of the same re-occurring problems, lack of organized training being one, decided to restrict this Wild West mantra somewhat with a few rules. And so we got the basic ultra-light (BULA) and advanced ultra-light (AULA), Flight Instructor Training, Flight School registration, the Light Aircraft Manufacturers of Canada (LAMAC), "Fit for Flight", Passenger Carrying, ..and the list goes on, which brings us to today.
 

Where to start? 

My first question to any prospective new student is generally what the "Mission Profile" is going to look like? What are your dreams, expectations, realities? For starters, the basic ULPP (UltraLight Pilot Permit)only allows you to either fly by yourself, with an instructor or with another licensed pilot. The MTOW (Maximum Take Off Weight)  (here starts your training :-) ) is either 1200 lbs in the GA, Homebuilt/Experimental, BULA and/or 1232 lbs in the AULA category. Unlike in the US we don't have the no license UL aircrafts nor do we have the LSA's with the higher gross weight of 1320 lbs. Anything you fly in Canada will need a license of some form and fashion.

Next and here comes the big one, do you want to rent an aircraft or are you planning on having your own. Simply put and not to burst your bubble, but there are less and less options to rent an ultralight aircraft in Canada. So this immediately makes flying UL's for a rather serious financial commitment up front. However it will also save you some money, especially if you compare it to the cost of getting a Private Pilot License (PPL) via the rental route. It could account for almost a third of your potential UL aircraft acquisition.  The biggest benefit of having your own is that you are building time in what you will be flying, you will have a better understanding of the aircraft, an easier time getting insurance and a whole slew of other benefits. Now, don't just rush out and buy an aircraft before making that phone call to your instructor and/or flight school as not all aircraft are set up and suitable for training. Also not all flight instructors are current on all models. Tailwheel aircraft being a big one! Do your research, surf, call, gather as much info and understanding as possible before spending your hard earned cash.

Once you've decided on a Flight School/Instructor, go for an introductory flight lesson, and see if this is really for you. Meet the folks in person, come prepared, bring a written list of still outstanding questions if needed, systematically work through them and see if this will bring you near the anticipated "Mission Profile", whatever it may be. All training consists of two basic parts, the flight training, which is the fun part, and the much threaded Ground School which is the not so fun part of getting your license or permit. My general recommendation is to sign up for on-line Ground School, the cost is about the same as your Introductory Flight and to state it very clearly, ..if you can't finish your ground school, for whatever excuse you may try on your flight instructor, you can't write any exams, and for that matter will not receive a sign off or LOR (Letter Of Reference).  I've seen this done in as little as 5 weeks and as long as 5 years. In the past you could sign up for weekend courses but as a fellow instructor put it so nicely, it's like drinking from a fire hose, only so much goes in. On-line allows you to work through this rather dry material at your own pace.

Remember, you will occupy the same runways, airspace, circuit and being held to the same quality of radio communication as a private or commercial pilot. ULPP's are not an excuse for not understanding half the things around an airport. Once you are nearing the completion of your on-line training, this will be a good time to get serious about the flying. Most students, subject to the complexity of the aircraft and their own ability will finish within about 16 to 25 hours of dual training. It only takes 2 hours of Solo Flight to complete your license and get your LOR and SPP (Student Pilot Permit) signed off. Ideally, if you can book out 2 x 10 days to concentrate on finishing your ground school and flying, you will be much faster to finish than doing it over a longer period of time. Another common mistake, don't fall short in the beginning of your training, learn to fly properly versus rushing towards your Solo, scaring yourself badly the first time out alone and having that bad one experience forever ruin the rest of your flying career.

Additional Training and Passenger Carrying

There is many benefits to switching to the lighter side of aviation. For one, flying in the winter on skis you don't nearly get stuck as often and as badly as guys with their Supercub's, Citabria's and 170's. For playing on floats, you'll love to have an aircraft that doesn't need a bunch of folks to beach, dock, or launch. However, no matter which configuration the aircraft is in, get some training. There is no formal Float Rating, Ski Rating, or Tailwheel Rating for Ultralights. In either case, get some training, ..did I mention to get some training? Most likely your aircraft flies and behaves about the same in the air, given floats, wheels or skis. On the ground it is all together a different story, waves, winds, docks, boat wakes, shallow rocks, wind ripples, snow drifts, buried trees, overflow, flat light, glassy water, upwind, downwind, updrafts, cats paws, down drafts, hay stacks, both kinds, liquid and biological,  ..do I need to go on? Training, training, and more training. Don't just finish your permit and think you've done it. Flying is a very demanding sport, financially, timely and mentally that needs a constant honing and re-affirming of your skills. The best pilots are those who fly often with the least stories to tell.

As for the fun part of flying UL's? I wont even go into the access a little Chinook, CH-701 or Kitfox can provide versus a GA, ..no matter how big the tires and STOL sticker on the side. Yup, and there is the fuel economy of a Rotax 912. I rest my case. But there will be a time when your wingman can't make it. Luckily you've just rolled in a whole bunch of hours on your own, ..at least 25 or so. Now you may want to look into getting your Passenger Carrying Endorsement. If you are sticking with the UL's, by all means, upgrade your permit with the PCE (Passenger Carrying Endorsment). If you are thinking that you may want to upgrade your aircraft in the future (only to forever regret selling your Kitfox) to a GA, you may want to entertain the option of a Recreational Pilot Permit. It will allow you to fly "regular airplanes" with a (1) passenger such as the Cessna 172, PA18, Citabria, etc. Which is a good thing, that one passenger I'm talking about, ..because they can help you dig out from the overflow, dock, beach and heave you up another jerrycan of overpriced 100LL.  Just sayin..  :-), ..no really, it's a good thing :-), ..after all, spouses love jerrycan-heaving. I actually think it's one of their favourite Sunday on the Airport pastimes.  ;-)

I know why, after all those years, I still like the UL category. For one, it's the least infringed category and freedom of flying in Canada. To build your own plane. To maintain your own plane. To modify your own plane to suit your needs. Not having to comply with every service bulletin ever written, buying every expensive part ever made, but being allowed to experiment with the latest and greatest technologies in aviation. In recent years the true innovation in aviation has happened in this broad spectrum area of experimental/recreational aviation. But it is not for everyone, as with this freedom there is additional risk in dealing with the unproven and non-certified. I fully respect that! It will most likely satisfy those select few that rather build than buy, that don't mind being self  responsible for their equipment, maintenance and actions.

As for recreation, in my opinion, its the category of choice! It's the hidden lake or airstrip to paved runways, the quiet farm field in the morning to hustling, bustling FBO's (Fixed Base Operator) for lunch. It's the "Pilot's Cave" and all the help and opinions one could ever ask for versus the costly AMO (Aviation Maintenance Operations).  Maybe its time to make that first step into recreational aviation, or maybe you just want to re-kindle an old passion, now that you have the time. Whatever your Mission Profile might be, maybe its time to pick up that phone and get serious about it. After all, every journey starts with a first step and every flight with a taxi to the runway. Why not taxi towards some additional freedom in the UL category?

With best regards,

Willy Trinker

250 706 9496

      https://www.facebook.com/groups/Bigtirepilots/

I am sure that Willy Trinker and Dave Jones will love this site, same for all the other guys who went to land at Bird's Nest!  Watch Willy's video: https://www.facebook.com/watch/?v=10151701201863393  
 

 
From Paul Parsons
 
Paul sent me the link to this video of an aircraft accident at Lukla in Nepal. 2 dead and 5 injured. 
 
 
 
Electric flight
 
I received this link from Joe Gagne.  https://www.bbc.com/news/business-48630656
 
I also have been fantasizing about getting an electric-powered VTOL.   The BlackFly https://www.youtube.com/watch?v=E9t154HL1V0 is very interesting, in that it can take off like a quadcopter, then transitions to horizontal flight using fixed wings to generate lift, thus minimizing the drain on the batteries. But it is still the infancy of the art! Right now it's range is only 25 miles, at 62Mph.  That's not enough for me! (What I want is this!)  But they will get better, or something else will.  I got to get one before I die! (After I die it will be too late!)  :-)     Maybe I'll start building my own...   I need a flight time of two hours, and a range of 300 miles.  I know, I'm dreaming!  Just don't wake me up yet!
 

From Gordon Isaac
 
 
 

I bought the parts to assemble an ATF trike from the fellow across the lake here that  bought my 447 Maverick Trike by Northwing, about  7  years  ago . 

It  has a soaring type wing about 35 feet spread and 182 sq feet, was never registered. About  from 2001, and wing from about 2009, and in mint condition. I assembled it in the carport, added wing at the field, have had 4 flights now. 26hp MZ34 motor. Count slow to 4,  and "push the bar" out, and liftoff! 

 

From Jan Nademlejnsky

 

238. My Record Flight to Molybdenite Peak

Several years ago I watched YouTube video showing group of Kamloops 4x4 riders going to Molybdenite peak (2,749 m, 9,919'). The peak is part of the Coast Mountains, vast mountain area spreading from Alaska down to Vancouver BC area. I tried to get some other person to join me to do this trip on off-road motorcycle. Interested people always quit before the trip. The last year my motorcycle accident squashed out that dream. I decided to fly there instead.

I had very few hours of sleep thinking of all those "what if" possibilities. I got up at 4:30 am and was in the air at 5:55 am. Dressed in my full winter gear, I was really hot in already sunny, 14C, morning. There was up to 18 km/h (10 kn) head wind, but otherwise very relaxing flight. It was not easy to take pictures, because big contrast between sunny and shady areas from the low sun position. I was stunned to see the beauty of the eastern part of the Coast Mountains. I reached my goal at 7 am. I was at 3,557 m (11,670'). I was glad for my winter clothes at 0C temperature. I took several pictures, circled around and headed back via Cache Creek airport. This is very tricky landing spot, because this airport is perpendicular and on downwind slope of very steep ridge. You are practically landing on downwind slope in swirling wind, which is no fun. I had quick stop to change batteries in my cameras and carried on to home stretch. The morning heat created turbulence in Cache Creek area and it kicked me up few times.

I landed safely at the Kamloops airport, at 8:50 am. I took advantage of WW2 bombers, B17 and B25 parked by the terminal. They came form USA for one week public display and flights, as organised by our Kamloops Flying Club. I took some pictures together with my trike. https://youtu.be/n5se6t74ebc

My record longest and potentially the most dangerous flight so far.

Distance: 278 km (173 mi, 150 nm)

Max Elevation: 3,557 m (11,670')

Moving time: 2:40 hr

Max Ground Speed: 148 km/h (92 mph, 80 kn)

http://www.freedom-of-flying.ca/Image_maps2/Set0032.html

 

Video    Pictures

 

Buy And Sell

New (or modified) ads since last Newsletter.

Andreasson BA-4B    

FIRST 18 K CDN. takes this Beauty

VINTAGE SPORTS CAR CONSIDERED IN TRADE.

OR TRADE FOR A GLIDER AND TRAILER.

The Andreasson BA-4B is a Swedish-designed sport biplane that dates from the mid-1960s.

This BA-4B is an excellent example of the type. It features all-metal construction, superior build craftsmanship, a 0-timed engine, terrific panel and a removable full canopy. It is built for small to medium sized pilots.     The builder, Gerry Theroux, is a retired aircraft maintenance engineer, and his experience with structures and systems on large airliners shows in the build quality and attention to detail that this BA-4B demonstrates.

Aircraft Features :

Lycoming 0-235-L2C 118 hp, O SMOH. Overhaul completed in 2015, engine properly preserved in a heated garage or hangar since then.  Will need proper break-in sequence completed. 2000 hour TBO.  Dual P-Mags allow variable and always optimal ignition timing. This translates to exceptional fuel economy and reliability. The ability to use automotive spark plugs saves even more money.   EZ-Pilot single axis (roll) autopilot. The EZ-Pilot is slaved to the included Garmin 296 GPS and will intercept and hold a course that selects, or operates autonomously to any heading the pilot selects. It can slave to any GPS featuring standard NMEA data output

Panel mounted Garmin 296 GPS.   An MGL comm radio Mode C transponder. Standard ASI, altimeter, VSL, fuel gauge, and tachometer. Quad gauge for oil pressure and temp, CHT and EGT.  Full electrics with proper wiring and circuit breakers.   Electric pitch trim with electronic position indicator.  Flaperons, which will also work with the EZ pilot.  Adjustable rudder pedals. Cabin heat and cabin vent cooling.

4 full-span ailerons for exceptional roll control.  Fighter plane-style stick grip with switches for comm, trim and autopilot 5-point harness.  55 litre fuel tank (14.5 US gal).  Spring steel landing gear, dual brakes and 6.00 x 5 tires.  Full swivel tail wheel.  Wingtip and strobe lights.  Full plans and a set of claw tie-downs

Additionally, the engine needs the initial ground run break-in, plus the standard in-flight break-in to seat the rings and to stabilize oil consumption.

The BA-4B is currently registered as an ultralight aircraft and has not yet flown. As an ultralight, it does not require the standard amateur-built restrictions such as staying within only 25 NM of the home airport for the first 25 hours of flight. The pilot has a lot more freedom to explore the airplane at his or her discretion.

The airplane weighs about 700 lbs empty, and as noted, it will best fit small to medium sized pilots. The rudder pedals are adjustable via turnbuckles, and there is some room for adjustment in the seat

This airplane will have outstanding performance with an excellent power-to- weight ratio, terrific climb and roll rates, and an estimated cruise speed near 150 mph! You won’t find that in other ultralight aircraft.

See this Wikipedia link for the design’s complete history: https://en.wikipedia.org/wiki/Andreasson_BA-4B

See a BA-4B in action: https://www.youtube.com/watch?v=O3lnNit3q1g

If you feel the BA-4B might be right for you, please contact 403-931-1645 [email protected]

Firewall Forward is worth more than asking price!

190209-BS678

Team Mini-Max 1600 R     
$8,500. Canadian.
 

Single Seat Team Mini-Max 1600 R.  Brand New Rotax 503 DCDI.  3 Blade adjustable IVO Prop.  Recoil Starter.  Weight restriction 190 lbs.  Height restriction 5 ft. 9 1/2".  Located in Vulcan, Alberta, Canada.   Phone Graham 403-601-6853 or [email protected]


190703813

ICOM A200 Radio   SOLD!

1929 Pietenpol Aircamper Project  

SOLD!

2015 Epic 3000 LS Kit,   

NO LONGER AVAILABLE!

STREAMLINED STRUTS

The first one on the left is 2.36 X 1 inch. Length is 95 inches, has mounting holes in the ends, was previously used.  $75.

The second one is new, 128 inches, also 2.36 X 1 inch.  $120.

The other two are 3.37  1.43 inch. Length 116 inches. New.  $220.

I also have a piece of 3.37 that is 77 inches long, another that is 56 inches. $75. and $50.

Compare those prices with Aircraft Spruce's!   Cam [email protected]  250-374-4181 (9am-9pm)     I do not ship.

190701812

WHEEL FAIRINGS

New. 30 inch length, wheel opening 4 3/4 X 13.   $100.  

Used. Length is 32 inches, wheel opening 5 1/2 X 17.  $50.

Cam [email protected]  250-374-4181 (9am-9pm)  I do not ship.

190701812

1967 Maule M4T    $49,000.

1570 TT 1570 SMOH 25 STOH (6 NEW Millennium Cylinders) At 1425 SMOH, crankshaft inspected and re-nitrided, new camshaft and lifter bodies.  New ignition harness. Magnetos overhauled 10 hours ago. Annual due Oct 2019. Airframe inspected, repaired, recovered, new glass, and painted Oct 2019. Icom A-210, Collins VHF-251, King KT76A, panel mounted Garmin Aera 510, ELT 26” Alaska Bush Wheels tires, wheels and double puck brakes in like new condition. Aircraft currently on 8.50X6 tires. Scott 3224 Tailwheel Tanis engine heat Ski Fittings 1100lb useful load.    250-661-4364  Dave Ingibergsson [[email protected]

190626811

PIPER VAGABOND PA17   CDN$20,000.

Classic 1948 Vagabond in great condition A65 engine, TTAF 1586 hrs, McCauley prop, Fresh annual, Always hangared, Gennipod w/updated avionics, 406 ELT, New tires/bungees, Shoulder harnesses, Sealed struts, Flyable with Ultralight permit, and more. Call Jerome 604 590 6188 or Jock 604 803 6595, Vancouver, Canada.  Jock Bray [[email protected]]

190625809

165 hp Franklin engine     $13,000.

165 hp Franklin engine, mount and propeller included.  212 hours since overhaul.  Sensenich M74DR-O-57 prop.  C/W log books. $13,000. Open to offers or trades.  Call Norm @ 250 925-0536  Quesnel, BC.  [email protected] 

190624808

J3 CUB with all THE GOOD STUFF !!

DRASTIC PRICE REDUCTION !!

CA$35K for everything or CA$30K for just the plane

(I may have another plane in my future!)   CA$35K for everything or CA$30K for just the plane, no floats or skis, prices are definitely firm at this level! Amazing deal on a very good little Cub!!

2468TT, 165SMOH, 85 HP, Wheels, 1400 EDO floats, 1500 Federal skis with oversized Teflon bottoms and new bungees and cables, vortex generators, new fabric on wings and tail feathers, new 6 inch Cleveland wheels and brakes, new wing tanks, new sealed lifetime struts, 406 ELT. Amazing performance and fun for all terrain and all seasons. Also comes with a truckload of new in-box parts including new wind screen, (the old one is still in very good condition,) new one-piece cowling, new boot cowl, new floorboards, $1,000. worth of paint to match the wings, (note everything is an excellent flying condition but the previous owner was gearing up to make this an as-new aircraft by redoing the fuselage to match the wings and tail. ) This little Cub has all the good stuff and is an absolute joy to fly but I have one too many planes and one has to go.

Current annual, certified bird, new tail screw assembly and tail feather bushings, Trevor Larsen   250-788-5336      [email protected]

190228BS690

BEAVER SS.  Estate sale. OFFERS

Owner had recovered the wings and tail, and was in the process of building a new landing gear. Engine is a 377 Rotax. Will need some TLC.  Contact daughter Sharlene  Zwick     [email protected]

190618807

1946 Cessna 140     $39,999.99 firm

Beautiful classic restored in 1996.  STC’d 0-235 engine(118 HP).  Times as of June 14, 2019, 521.6 TT.  25.4 on zeroed bottom end.  346.1 STOH. Custom panel.  Hangared for 20 of last 23 years since restoration. Very nice.  Federal straight skis available for an additional $2,500.   Jordie Wiens [email protected]    250-804-5757

190615805

Two-seat Jodel    $1,000.

The aircraft is completely dismantled and needs a complete restoration, including fabric. The engine is an A-65 and is also apart and needs considerable work. It is in storage in my hangar and can be seen here on Kamloops. Asking price is $1,000.      Contact Dennis 250 299 5607 or [email protected]
 

190612804

 

1965 PIPER CHEROKEE 140.   $33,000. CDN

New info

1965 PIPER CHEROKEE 140. 10940TT, 1230SMOH, 422 TSTOH. Flown regularly so times will change. IFR capable. King KX155, KX170, KN62, KN87. Over $24,000 invested last 2 years, including Powerflow exhaust, 4 pl intercom, left mag o/h, right mag fresh 500hr, nose strut rebuilt, elt batteries 2018, new static system, tach, primer lines, gascolator, extensive list of other repairs / upgrades. Fresh annual completed June 10, 2019, prop due 2021.  Compressions 78/76/78/79.  All ADs complied with, well maintained. Runs great, flies solid. $33,000.CDN. Located in Kamloops Dale  250-574-1199    [email protected]

190211BS772

 

(For more ads, click here.)

  Newsletter Editor: Cam  [email protected]

250-374-4181 (9am-9pm)