January

COPA e-NewsFlash
January 2008
Winter Flying (Part 2).
By John Quarterman
Hi there COPA Flights;
As everyone is now well past Christmas and New Years Day, (those that celebrate them
at least), and the hangovers have subsided and some of us wait for the headache caused
by our credit-card statements, thoughts again turn to winter flying. Some of us at least
have been busy spending the holidays doing some flying when the weather cooperates.
Others have perhaps taken the opportunity to get the aircraft annual done.
Last month I told you briefly about our problem with winter heating of our aircraft
engine and that we had solved it with a Tanis heater and a Remote control. I also told
you I would explain this wondrous arrangement in detail. Well here it is!
Back in 2003 when we purchased the T-hangar bay in the yet-to-be-built hangar complex,
I had asked if Bell could install a phone line to our hangar. It turned out they could, so
as soon as the building was up and we could get entrance to it I purchased a thousand feet
of bell-wire and wired all the initial takers (5 users, 5 hangars, so 5 jacks, one to each
hangar). Bell had asked how many lines should be pulled, and we had settled on 12
pairs, so there were lots of extras for expansion or private lines. Now with the telephone
available we had the option of calling for weather, obtaining a VFR transponder code (a
requirement in the Ottawa terminal airspace), and even connecting a lap-top for dial-up
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internet access if needed. It also gave us the ability to connect a telephone responder or
remote answer device.
When I had started thinking about the need for a remote control for the hangar to control
the aircraft heater, there was no wireless network at the airport. Although we could have
installed a wireless network, we still would have needed to bring in the phone lines or
cable for the internet access, and the best all-round answer seemed to be to simply get a
telephone connection to each hangar. So I had looked around for a telephone-based
remote control and found a device carried by SmartHome in the USA. This is the 5001X10 Telephone Responder still carried by several retailers including SmartHome for
around $70 USD. (http://www.smarthome.com/5001.html?src=Froogle)
This device is an X10 device transmitter, which means it can control a number of X10
receivers set to particular addresses. These receivers come in the form of a 110 v
receptacle which can be substituted for an ordinary plug-in receptacle, and can then be
controlled (ON or OFF) by an X10 transmitter. The X10 system works by carrying an
AC control signal frequency signal over the power-lines in the hangar or residential
building that the X10 system is installed in. We had no problem with the system in a
hangar complex of 20 bays and some 400 feet long, without amplifying the signals, but
amplifiers are available if higher-strength signals are needed. The receptacles look like
this (http://www.smarthome.com/2040.html?src=Froogle), and are about $20 USD each:
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I also found the X10 receptacles are made by many manufacturers and are available in
Canada from “The Source”, for example.
Each receptacle comes with an address setting which is set to be 1 of 256 possible
settings. (Note the two dials on the faceplate).
So with the responder and each hangar bay equipped with a receptacle it is possible to
control up to 9 hangar electrical outlets on or off. The following picture is of our main
installation with the responder (there has to be one for the whole hangar), a receptacle,
(there has to be one for each hangar bay), and a couple of extra goodies using X10 to
control our winch.
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You may be curious as to why I had the responder inside a large grey box. The reason is
that the responder is a 0-70 degree Fahrenheit device usually meant to be located in a
warm residence. I built a temperature controlled environment for it using a baseboard
heater thermostat and a long-life light bulb. Presto one Tanis heater controller – good
for 8 separate aircraft.
The way the system worked is this: When you want to go flying you phone up the
hangar, the remote control answers. You enter the password, wait for the
acknowledgement, and tell the system which aircraft you want to warm and whether the
heater is to go on or off, then hang up it was simple to use and no more extra trips
before flying. We just phoned ahead and the aircraft was toasty warm and waiting when
we showed up to go flying. If we cancelled flying we would just phone up and shut off
the heater again. Problem Solved.
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Tanis Heaters
In preparation for this article I contacted the Tanis Aircraft Company to explain what I
planned to write about, and to find out any special considerations for operating the Tanis
heater. I was lucky enough to be connected with the President of the company, Mr. Bob
Krueger who kindly gave me an amazingly-good basic run-down of the device. Mr.
Krueger explained the engineering that went into his heater solution and the various
pitfalls of the alternatives, as well as the do’s and don’ts. I also learned a little more
about engines that I didn’t know.
In a previous issue some years ago COPA carried a technical article about the Tanis
heater. To those that have that back issue I suggest that you read it for more information
about the installation and the device itself, or simply consult the Tanis website for up-todate information. The attendees at the 2003 convention may recall the seminar given by
Tanis at the event. Mr. Krueger, was able to answer my specific questions about the
application I described above and imparted these pearls of wisdom to me:
1. Tanis recommends continuous pre-heater operation only if the aircraft is flown
regularly, say once a week. Continuous operation will not damage the preheat
system, the oil, or the aircraft but could set up a corrosive environment in the
engine under certain conditions. This is true of any preheat system that is used
improperly. It is always best to fly the aircraft on a regular basis to keep the
internal engine parts coated with oil.
2. The standard Tanis systems use between 250 to 540 watts in its various models so
the cost of the remote control system must be weighed against the cost of
electricity if the heater is left on.
3. Engine corrosion can occur with or without an engine pre-heater. Since moisture
is a natural byproduct of combustion, there is always some moisture in the
crankcase. As the oil protection layer gradually thins over time, metal parts will
become susceptible to corrosion from vaporized moisture and from moisture
condensing on the colder parts of the engine. For various reasons it is best to not
cycle the pre-heater on and off without flying. And when you do fly, allow
enough time to thoroughly heat and circulate the oil. Good flight duration is 30
minutes minimum.
4. Tanis heaters are designed for long life. Many systems have been in service for
more than 20 years.
5. Other preheat solutions may not work out as well. Many people have damaged
their engines using non-certified car block heaters or home-baked solutions that
cause the oil to be raised to too-high a temperature and turn to vapour and be
cooked, ruining its lubrication properties and causing irrevocable harm to the
engine the next time the aircraft goes flying.
6. Tanis recommends preheating the engine overnight or at least four hours before
flight to thoroughly heat soak the engine. The Tanis systems heat the oil, cylinder
heads and crankcase. Preheat times will reduced when the systems are used in
conjunction with an engine blanket. Also, the preheat time can be cut nearly in
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half by using one of the “Super Systems” with twice the wattage of the standard
systems.
So I learned a little about these heaters, and the value of proper engineering in aviation
applications. For technical questions about the Tanis heater I suggest you call the
company or consult their website at:
TANIS AIRCRAFT PRODUCTS
P.O. BOX 117
GLENWOOD, MN 56334
Phone:
320-634-4772
FAX:
320-634-4772
USA & CANADA
Phone:
1-800-443-2136
FAX:
1-800-443-2136
E MAIL - [email protected]
WEB:
http://www.tanisaircraft.com/
Hope you all had a good month, and a good one to come!
John Quarterman
Manager, Member Assistance & Programs
207-75 Albert Street, Ottawa, ON, K1P 5E7
Phone: (613) 236-4901 x107
Fax: (613) 236-8646
Email: [email protected]
www.copanational.org
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Journey to New Orleans, April 2007 COPA Flight #46
From: COPA 46 famous flying couple: Lisette Quirion and Daniel Parent in
Mooney C-GVJY
(French version followed by English version)
Récit de deux membres de l’Escadrille 46 de COPA
Vol-voyage à la Nouvelle-Orléans Avril 2007
Par Lisette et Daniel
Mooney C-GVJY
Un de nos projets de longue date pour Lisette et moi était de visiter la NouvelleOrléans. L’ouragan Katrina en 2004 à retardé le voyage. Donc, 2 ans après le désastre,
nous avons décidé de faire notre visite.
J’avais projeté de décoller le plus tôt possible soit le 14 avril 2007 mais dans la
nuit du 12 au 13 avril, il tombe un pied et demi de neige. Comme la machinerie a
seulement le temps de déblayer la piste pendant toute la journée, j’ai du nettoyer 1 ½
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pieds de neige par 15 pieds de largeur sur 500 pieds de longueur jusqu’à la piste avec
mon petit souffleur Columbia de 30 pouces de largeur. J’ai terminé à minuit la veille du
départ.
Donc décollage à 8:30 heures le 14 avril pour KBTV Burlington (Vermont) mais
détourner à St-Hyacinthe (CSU3) à cause de la mauvaise température. Redécollé à 12:30
heures pour KBTV et passer les douanes. Plan de vol pour KGED Georgestown
(Delaware) en survolant la Hudson River jusqu’à New York en passant au-dessus de la
rivière et à la hauteur des gratte-ciels pour sortir au sud par le Verrazano Bridge. Nous
passons dans la ville au-dessus de la Hudson River (UNICOM 123.05) en-dessous de
1000 pieds sans parler au contrôle de New York. Très impressionnant à voir....
Arrivée à KGED Georgestown (Delaware) à 17:00 heures pour le souper au
restaurant de l’aéroport et pour passer la nuit.. Le lendemain, nous sommes cloués au sol
par la pluie mais il y a un centre d’achat près du motel. Ma co-pilote est ravie et je suis
pardonné pour le temps d’attente à ne rien faire. Finalement la journée se passe bien en
magasinant.
Le lundi, il ne pleut plus mais les vents sont très forts : 53 nœuds @ 3000 pieds et
61 nœuds @ 6000-pieds. Je sais maintenant pourquoi je n’aime pas les manèges de
carnaval. Je souligne l’endurance de ma conjointe et co-pilote dans ces conditions de
fortes turbulences. Décollage à 9:30 heures, altitude 2000 pieds pendant 30 minutes,
jusqu’à ce que le ciel soit épars et qu’on puisse monter par-dessus de la base des nuages.
Plus de turbulence mais la vitesse est basse si on prend un cap vers la NouvelleOrléans. Nous décidons donc de nous diriger plus au sud vers la Floride. La vitesse est
redevenu normale mais avons dû monter graduellement à 6,500, 8,500, 10,500, 12,500
pieds pour rester au-dessus des nuages sans turbulence. Fait cocasse pendant la descente,
j’ai dû prendre un cap vers l’est pour éviter d’entrer dans un nuage et le GPS à indiquer
247 nœuds vitesse sol.
Donc atterri à (KSSI) McKinnon, Georgie dans la turbulence. Le FBO nous prête
une auto pour le dîner au restaurant. Après nous faisons le plein et un plan de vol pour la
Nouvelle-Orléans
Décollage à 16:30 heures par temps clair et sans turbulences Arrivé à KNEW NewOrleans, Lakefront airport à 20:00 heures en survolant des feux de forêts en Georgie.
Nous gagnons une heure de fuseau horaire.
(Inclure ici la Photo : Daniel devant un hotel typique)
Nous louons une auto au FBO et nous rendons directement au motel. Le
lendemain c’est la visite du French Quarter en avant-midi et une croisière sur un bateau à
aubes sur le Mississipi. Le lendemain, visite d’une plantation de canne à sucre,
magasinage dans le French Quarter et Night life sur la Bourbon Street ave leFestival de
Jazz. En passant, la bière ($1.00) est permise sur la rue.
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Le jeudi, après 3:30 heures de vol, nous atterrissons à KISM Kissimee Floride. Le
lendemain matin, nous décollons pour Lakeland et passons la journée à SUN & FUN.
Rencontre d’un de nos couples d’amis déjà sur place avec une magnifique journée
ensoleillée. Visite des kiosques en avant-midi et un bon spectacle aérien en après-midi.
Nous redécollons à 18:00 heures pour Kissimee et loger au même motel.
Samedi, nous décollons à 10:00 heures pour KPMP Pompano Beach. Notre
Mooney prendra un repos bien mérité d’une semaine car nous faisons une croisière dans
les Caraïbes pour les 7 prochains jours.
Au retour de la croisière, samedi matin, plan de vol pour KCPC Whiteville
Caroline du nord. Beau vol VFR à 6500 pieds, nuages épars et ciel clair. Dîner et plein de
carburant pour KLDJ Linden New Jersey. Cette fois-ci, encore de la turbulence, mais
nous sommes montés à 9,500 pieds pour l’éviter. Cependant à 100 milles de New York,
nous avons dû descendre à 3000 pieds et passer en-dessous de nuages menaçants qui
s’élevaient jusqu’à 14,000 pieds. La FSS m’avait averti qu’un SIGMET était émis pour
cette région. Atterri à 17:00 heures à New York. Le motel Swan vient nous chercher et il
y a même un restaurant.
Le lendemain, en repassant par la Hudson River, la température nous permet de
nous rendre seulement à K4B8 Robertson Connecticut où nous passons la nuit chez un de
mes oncles.
Le lundi matin, la météo n’est pas bonne pour rentrer à CYSG St-Georges,
Québec via Sherbrooke mais elle nous permet de nous rendre à CZBM Bromont, Québec
pour les douanes.
Encore là, la vallée de la Hudson River nous a servi pour remonter jusqu’à KBTV
Burlington Vermont et Bromont par la suite.
J’ai pu me rendre à CSC3 Drummondville, Québec, mais nous y avons rencontré
un mûr de pluie et de brouillard. Nous avons donc loué une voiture et rentré à St-Georges
par la route. Le lendemain soir, je suis retourné chercher notre Mooney et rentré à la
maison mardi soir à 19:00 heures.
Voilà ce fût toute une aventure avec une co-pilote remarquable et à notre actif 31
heures de vol et plein d’histoire à raconter
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Journey to New Orleans, April 2007
From: COPA 46 famous flying couple: Lisette Quirion and Daniel Parent in Mooney CGVJY
Lisette and Daniel’s long planned trip to New Orleans, which they had postponed
because of hurricane Katrina, finally took place in April 2007. Their travel south of
Montréal and along the East US Coast went well but, as in all such endeavours, it was not
uneventful.
Their first hurdle was to overcome another kind of atmospheric event, namely a late
spring snow storm that occurred 24 hours prior to their planned departure and left 40 cm
of snow on the airport. Because the local snow clearing equipment was unable to clear all
taxiways and the front of the private hangars, Daniel had to plow a 15 ft wide by 500 ft
long path the night before with his 30’’ Colombia blower.
Their trip south went well, but Mother Nature had a couple of kinks waiting for them
further down the road. Customs was cleared at BTV and they had a uneventfull flight
down the magnificent Hudson River below 1000’ AGL through NY city along the way
to Georgetown (Del). They were rained out the next day but a large shopping center
nearby saved the day for Lisette. Typical frontal passage means high winds, turbulence
and stratus clouds at lower levels. The first 30 minutes of their flight to McKinnon GA
had a bumpy ride bucking winds of 53K at 3000 and 61 K at 6000’ before they succeeded
in getting above scattered clouds in smooth air and stiff beam winds. They had to step
climb to 12500’ to remain in smooth air, got a 247k G/S during a momentarily turn
eastward during their descent and, of course, got another bumpy ride during the last
portion of that flight. Arrival at Lakefront airport New Orleans was at 20:00 after
overflying forest fires in Georgia.
In their rental car the next day, they visited the French Quarter in AM and took a cruise
on the Missisipi in a paddle boat in the PM. Nest day saw them visiting a sugar cane
plantation, shopping in FQ and having a taste of night life along Bourbon Ave and the
Jazz Festival.where beer at $1 can be drank on the street.
Arrival at Kissimee FL after a 3 ½ hour flight with Sun & Fun the next day with a quick
stroll through the kiosks and a great airshow. They flew down to Pocono Beach on
Saturday where their faithful Mooney took a rest during their very enjoyable 7-day
Carribean cruise.
Daniel and Lisette had a relatively uneventful flight back as far as Linden NJ but Mother
Nature spoke again. They had to stay overnight due to rain and were only able to proceed
through NYC and as far as Robertson CT the next day. They again faced bad weather the
next day but managed to follow the Hudson Valley past Burlington to Bromont for
Customs and thence to Drummondville. Both having to get back to work the following
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day, the trip was completed in a rental car. The Mooney was flown to homebase after
work the next day.
Typical long range VFR trip which turned out to be quite an adventure but made easier
with the help of his great copilot. Total flying time was 31 hours.
ST-GEORGES
ST-GEORGES, Flight 46: 1996, Michel Pomerleau, 1235, 158th St., St-Georges, QC,
G5Z 1A5. 418-227-7127; [email protected]. Meetings every Sunday morning at StGeorges (CYSG) Airport at 09:00.
COPA Flight 35 - A Year in Review
By Harry Weibe
COPA 35 had another very good year in 2007. Since the flight was reactivated in 2001,
we established a series of events, which we wanted to follow and have done just that.
Even if we don’t sponsor events we like to support other aviation organizations with
donations and participation in their events as is the case with the 99er’s annual Poker
Derby and so on. As last year, COPA 35 put on the BBQ following the Poker Derby with
the proceeds being donated to the Springfield Flying Club’s building fund. Since
Lyncrest airport was rather damp we were grateful to the staff at Winnipeg Aviation for
the use of their facilities for the BBQ.
Our first COPA event was a Young Eagles day on June 9th, and being national Young
Eagles day we were able to graduate 40 new future pilots. It is always gratifying to share
in the excitement with the kids during and after the ride. This year we had the good
fortune of targeting a group of youngsters sponsored by the Royal Bank’s Royal Eagles
program. We thank the volunteers from the Royal Bank for helping out with the kids and
supplying the lunch. All had a great time.
As summer rolled along we spent as much time as possible flying when Mother Nature
permitted. Some of our members went to Oshkosh to volunteer with the Young Eagles
meanwhile enjoying the greatest show on earth.
Our next event was our original event. It was our 5th annual fly-out to the International
Peace Gardens. The day couldn’t have been better. The weather was perfect and the staff
at the Pavilion put on a wonderful buffet. We had over 30 aircraft join us from all over
Manitoba including three from Saskatchewan.
September 8th was another Young Eagles day. The day started out very questionable but
by 10AM we had determined that the clouds were high enough that we were able to go
ahead with the rides. At this event we were fortunate to have the Manitoba Aviation
Council supply the lunch and take photos of all the kids and the Women in Aviation to
run the BBQ.
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We would like to thank all the volunteers for their assistance because it makes for a safer
and more enjoyable event.
Our last event was the Air Rally. The course was designed by Peter Moodie. Our practice
is that the previous year’s winner has to design the following year’s course and Peter
made sure that we still knew how to use all our tools. It was like studying for our x-c
when we were taking our flying lessons. Our winner was Curt Reimer and the runners up
were Jim Oke and Bob Stewart. We look forward to next year.
Our monthly meetings are on hold now until spring but in the mean time we are
organizing a Rust Remover for early in 2007. This event is jointly hosted by CASARA
Manitoba and the RAA Manitoba Chapter. Check our website for details at
http://www.lyncrest.org/sfcfltcalendar.html.
Harry Wiebe
COPA Flight 35
WINNIPEG
WINNIPEG, Flight 35: 2002, Harry Wiebe, 78 Tweedsmuir Road, Winnipeg, MB, R3P
1Y7. 204-489-0011; fax 204-943-9507; [email protected]; www.Lyncrest.org. Meetings
at the Springfield Flying Club, Lyncrest Airport, 514 Murdock Road, on the first Tuesday
of each month from May to October at 1900 hrs.
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COPA Flight #85 – Collingwood Winter Warm Up (Not a Recency Event)
By George Daniels
COLLINGWOOD
COLLINGWOOD, Flight 85: 2000, Bud McCannell, PO Box 3551, RR3,
Collingwood, ON, L9Y 3Z2. 705-446-2227; fax 705-446-3314;
[email protected]. Meetings first Friday of each month at the Collingwood
Airport. Call for meeting times.
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Richard Collins Scraps His Plane
By Adam Hunt (COPA Flight #8)
Richard Collins has been one of general aviation's foremost advocates for well over 50
years. He is well-known as an editor for Flying magazine and used to manage AOPA
Pilot at one time. His father, Leighton Collins, was a well-known aviator and writer as
well, having founded Air Facts magazine.
Richard Collins' name is familiar to just about everyone flying in North America, as he
not only writes about aviation, but has traveled widely, speaking all over the continent
and flying to most of his speaking engagements in his trusty 1979 model Cessna P210N
Pressurized Centurion.
So it came as rather a surprise to open the January, 2008 issue of Flying magazine and
learn in his column, On Top, that he had scrapped the plane! For those of you who don't
have that issue of Flying handy the story is available on line at
http://www.flyingmag.com/article.asp?section_id=12&article_id=884. It is well worth
reading.
This story is an interesting one from several perspectives.
Collins bought N40RC in April 1979 as a new aircraft. He even registered it with his
initials as part of the "N" number. That is pretty personal. He was the sole owner of that
P210N and flew it for just under 9,000 hours over 28 and half years. There is no doubt
from his writing that he was very attached to that P210.
So why did he scrap it?
First off, he makes the point that he wasn't flying it as much as he used to. In the past
Collins would put several hundred hours a year on the plane, getting to places for work
and pleasure. In 2007 he was headed for a flying year of well under 100 hours. He says
that was due to his age (73 years old) and his reduced work schedule.
Then there were the maintenance problems. Collins is a stickler for proper maintenance
and didn't fly the plane with outstanding snags on it. He mentions that the plane has been
difficult to keep serviceable, mostly due to the lack of parts. He adds that using
reconditioned parts has not been a good experience in recent years and new parts are
often not available. The plane was coming up for a few expensive items soon, too,
including $13,000 for new deicing boots.
He talked to a Cessna engineer when he bought the plane who told him that the P210 was
tested by Cessna to the equivalent of 10,000 hours. There is no life limit on the airframe
and no indication that it should be retired at 10,000 hours or at any other time limit.
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He does argue that the P210 is a demanding aircraft to maintain and fly, describing it as a
"complicated and temperamental" design. He points out that "the P210 has the worst fatal
accident rate of any certified piston single" according to his analysis of the NTSB data.
He was concerned about selling it to an inexperienced pilot who might have joined the
P210 wreck statistics.
He states that at his age he couldn't get liability insurance in the higher limit amount that
he wanted and that was with almost 9,000 hours on type.
So what have we got? An older pilot with a 28 year old plane that is a maintenance hog,
hard to get insurance for and not using it enough to justify the cost.
Why not sell it?
Actually that was Collins' first inclination. He widely advertised it and only got one
serious inquiry, which didn't turn into a sale. The used airplane dealers wouldn't take it
either.
As a result Collins decided to scrap the plane. He really didn't have a lot of choice at that
point. Perhaps he could have donated it to a museum, if he could find one looking for a
P210. I can only assume it had some residual value as parts.
Collins has written on several occasions that he doesn't believe that old airplanes last
forever, no matter how well maintained they are. After 28 years, many engine and prop
overhauls and almost 9000 airframe hours, he figures he "had about worn the airplane
out". He scrapped it "when I thought the airplane told me that it was tired and wanted to
go to bed, I had to listen and to agree."
And so N40RC will fly no more, although some of its parts will probably fly again, but
that will be as close as it will get. As for Collins he will be renting airplanes from now
on.
Here in Canada, we have lots of light aircraft that are flying with many more than 28
years and 9,000 hours on them. Heck a 1979 model like the one Collins scrapped is
considered a relatively "new" aircraft north of the US border. Some of those aircraft are
maintenance hogs and many of them don't fly enough to justify their costs. Their owners
just don't want to add up the total amount spent each year and divide by the number of
flying hours to get the true hourly cost.
Collins' action in scrapping his plane and then writing about it challenges aircraft owners
to think about their own situation. Today with the high Canadian dollar, used aircraft are
very cheap and can be quite hard to sell. Is there a time to scrap older aircraft instead of
endlessly passing them onto new owners, some of whom are younger than the aircraft?
I don't have an answer to this question. Feel free to post your thoughts on the COPA
Flight 8 blog at http://copa8.blogspot.com.
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OTTAWA
OTTAWA, Flight 8: 1967, Mike Shaw, 6938 Notre Dame St., Orleans, ON, K1C 1H7.
613-824-7145; [email protected]; www.geocities.com/copaflight8. Meetings fourth
Wednesday of the month at 19:30. Meeting locations will change so please call to
confirm.
COPA Flight #129 Gets a Visit From Rick Mercer
By Tim Foulkes
George Laviolette, our airport manager, and Casper (dog) (self appointed welcoming
committee assistant from COPA Flight 129) hosted Premier Shawn Graham, Rick
Mercer, and a sizeable television crew from the Rick Mercer Report
[http://www.cbc.ca/mercerreport/ ] briefly this evening November 19th at the Giddens
Memorial Airport (CCS3) in St Stephen.
They had visited Ganong's Chocolate factory and were returning to CYFC, Fredericton.
Rick and his crew shot a brief scene with Casper to be aired on the Mercer Report at
some future time. - all good fun, Stay tuned!
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Use the airport, have fun, help it grow!
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Tim Foulkes, with C-GSJF at CCS3
Secretary, St Croix Valley Flying Club and COPA Flight 129
SW NEW BRUNSWICK
SW NEW BRUNSWICK (The St Croix Valley Flying Club), Flight 129: 2004, Tim
Foulkes, 2934 Rte 127, Bayside, NB, E5B 2T6. 506-529-3977 Cell 506-467 6861;
[email protected]. Meetings second Sunday of every month at 1400 hrs at the St
Stephen Airport club house.
COPA e-NewsFlash Available On Line
This is a reminder that the COPA Flights e-NewsFlash newsletters are available in
PDF format for download from the COPA website.
Read them at your leisure at www.copanational.org/nonmembers/NewsFlash/NewsFlash.html
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