GDL

I will do that. Debating whether to come back & start an instructor rating with Gerry (I have a Canadian instructor). I like the intense training there.

Yes, Gerry's Pioneer. I spent most of my time in the X Air but an hour or so in the Pioneer. I had never flown one before so I wanted some time. What a beautiful flying machine (I own a Rans S6S but am looking for something faster). That was fun to fly. What is the PiperSport like?

Duarte, I think all of us are glad that you made a good landing and nobody got hurt. Nothing more important than the latter. Incidentally, I was flying our of Lagos in March taking my British Microlight licence (I have a Canadian as well). At Algarve Airsports. Second time in Portugal and as enjoyable this time as the last (Lisbon 2008).

Ozzie, the Baron incident you mention is prime example of some people not thinking at all. Friends who run a aircraft repair facility (most DH Beavers) talked about a Beaver that crashed and sank near a dock. The locals decided not to wait for the experts (my friends) to get their and lifted the upside down Beaver out of the water using a crane. These locals forgot that the wings were still full of water (you allow the water to drain first then lift), and the weight snapped the wings off. What was a relatively minor problem became a complete rebuild.

DoDo, Canadian ultralights pilots are licenced (although there are some few flying around without) and registered. He will be sanctioned and fined Transport Canada. How much? Hard to say but drinking and flying is serious here. Could lose his licence for an extended period.

In my album is a picture of my Rans S6S, dated 2001, only its tail showing amongst the trees. An interesting tail (pun intended). About 10 years ago myself and another pilot in his Cessna 170 went over to visit a little (or no) used strip on the south-east corner of Texada Island called Cox Landing or Cox Strip. I thought I knew most of the small (mostly logging) strips in the area, but this one I had not heard of before. Texada has a nice ~1000 meter asphalt strip on the other side of the island that I had visited many times. Cox Strip is about 300 meters long, 25-30 meters wide, with a 100 meter level stretch to the north, and the rest sloping down at about 3-4 degrees. Plus it narrows as it slopes down. It also sits on the east side of the spine of the island, the leeward side. And it was blowing hard that day. The wind didn't favor landing up the slope, so both of us landed on the flat section and stopped on the slope. My friend went in first, backtracked and parked at the top. When I touched down, I slowed but got onto the down slope and then found my brakes had failed. There wasn't enough time to get back into the air, so I turned off the engine, swung to my left and parked it between 2 trees. Hardly a bump as it stopped between the trees, the nosewheel sitting in a small dip in the ground. Turns out my drum brakes had slipped a cable sometime between taking off from my home airport and landing at Cox's. We pulled the plane out, quickly fixed the brakes and left the scene (that was an adventure in itself with downdrafts & crosswinds & narrow strips - and tense). I hear now that the strip is probably usable. Alder trees grow quickly in our climate. Very quickly. And I replaced those brakes soon after with discs.

Hi Alan. I don't think the blade was out of balance but now I am going to have to check. I have just found that the older heavier props tends to make more violent the shaking when the engine starts. The Kiev prop I had before the Warp drive was much smoother. Have you seen any greater tendency to shake with these props? That is why I questioned the Fiti. It is heavy. Much heavier than my new 3-blade Kool prop.

Hi Jay. Canada can be a great place to fly. Especially outside of the major centers like Vancouver. Lots of open space, can fly to 12,500 feet, lots of lakes, but not so much airstrips (certainly not like the US). Can also be a bit scary on wheels in my part of the country when traveling east because 4 sets of mountains between BC and Alberta. High, rugged, beautiful, but intimidating at times. Of course, all Aussie pilots are more than welcome to come & visit. And enjoy. Super Petrels would fit in nicely.

I really noticed that my old Warp Drive 2-blade prop (similar in weight to the Fiti) seemed to make starting & stopping my 912 80 hp Rans harder. By harder I mean the plane shakes a lot more. The Kiev prop I had before (destroyed by a student) was much smoother. I am expecting similar results with the Kool. Interesting. Perhaps I will use the Fiti for the time being. Thanks for the info.

I really noticed the difference because I received my new Kool prop on Wednesday, and on Thursday I was hefting the Fiti. I would say the 2-blade Fiti is more like an old Warp Drive - solid, strong, but heavy. The Kool is lightweight. Do you find the weight has any impact on starting or shutting down the 912?

Hi Dexter. I meant to ask you about the prop. We had originally been told there was a 2 and 3-blade but turns out only 2 blades. I was amazed at how heavy it was compared to the Kool prop. I wouldn't think that was a good thing for the 912.

My cousin and I have been looking for a new ultralight to fly (ultralight being the North American term). My problem - my cousin is 193cm and 110 kgs (I am 185 cm and 80 kgs). Finding an appropriate plane has been a challenge since he also wants something fast (200km/hr cruise+). He and I have visiting planes to see how we fit. It is the only way since the published figures for cabin width (also important) and height do not always match reality. We have rejected many aircraft only because we can't fit, and not because we didn't like them.

Welcome Jay. The Super Petrel would be a good machine in my part of the world - the west coast of Canada. I have a friend in Europe who has a Super Petrel and loves it. His is powered by a Yamaha 120 hp engine from a snowmobile. And the Super Petrel (called SeaStar locally) is built about 150 km away in Squamish BC. I have been to the factory and sat in one. Very nice.

I have a chance to buy a kit with a 2-blade Fiti prop. The prop (and kit) date from ~2002 and it feels like a club (weight, dimensions) compared to a new 3-blade Kool prop I just received for my Rans. I asked my supplier for the Kool prop if he knew anything about the Fiti prop but he said he didn't. Does anyone have an opinion on the prop? The prop will go on a Rotax 912S if I buy the kit.

Hi Pud. Isn't blood rushing the head good for pilots? I am sure I read that somewhere. Perhaps that is the secret to Aussie flying success! And I always thought Canada was at the top of the world. Of course I have never flown at the top of our world but there have been ultralights (and others) up there. One club member looked after an ice airstrip north and east of Cambridge Bay (look way up north on Victoria Island) and talked about a corporate Learjet that landed and proceeded to spin its way down the strip until the pilots were dizzy (no damage fortunately). But hey, that's Canada. I will talk to my AME doctor. He flies a Skybolt aerobatic plane and he can show me the Aussie way :)

I guess us 912 powered plane owners are cheapskates. I always guessed that :) But BC flying can be a serious business with our weather and terrain. Worst weather is Nov-Mar (don't recommend that anyone come and visit to fly at that time!). Where I live, on Vancouver Island, we have 2500 meter mountains. Across the straits on the mainland, there are mountains to 4100 meters. In the summer, fog can be a problem, but generally the weather is far better, especially in July & August. Travel east-west has few VFR routes. I am looking forward to comparing what I see here with what occurs in Australia.

How about the story (someone I know, not me) about a bushpilot who got caught in 100 mph winds, with 6 people on board, in a Beaver, and said Beaver then flipped upside down before recovering at 200 feet above the inlet. For lake flying in bad weather I have would have to ask some relatives who flew on the coast for a number of years. Lots of stories. Me, I am a tyro on lake flying, and never on bad days. In BC, we have what is called south-easters. The storms hit us from the south-east and I have seen 150 km/hr. Not flying weather I think. Incidentally, does the gas drain out flying when you forget to put the plug in?

Hi Ian. Thanks for the forums and the welcoming from your members. I have enjoyed myself and made new friends. I will dig through my pictures (buried in CDs now) and see if I can upload some from my adventures. My province of BC is a mountainous terrain, and it can be 'interesting' flying around here. The rest of Canada you will have to attract other Canadian since I have never flown elsewhere. Perhaps I put together my 2 favorite adventures which happened a few years ago.

Hi Evan. I am coming down to visit you Aussies next February (or so) around the Brisbane area so I hope to get the feel of your flying. Looking forward to it. Hoping to see and try out planes I have never come across. I have heard lots of good things about flying in your country.

Thank you for the opportunity to tell our stories (lies?) about flying in Canada. I have always thought of the flying fraternity as just that - brothers in arms. And not much to tell this year since our weather has been bad, bad, bad. Most of Canada have just one simple question for Aussies flyers - what's it like to fly upside down all the time?

Hi Ryan. The local Rotax distributor in Canada suggests that a Rotax 912 rebuild is generally about 50% of the new cost of the engine. A new 80hp is about $20,000can, 100hp about $22,000. They suggest that an engine be rebuilt about every 2000 hours (or every 10 years) but in Canada, in an ultralight, there are no absolute rules on time. Several engines in the area have gone 4000+ hours. I rebuilt mine at 1000 hours because I didn't know its early history. Really was no need.Core is good for 3600 hrs last time I looked. As others in this thread have mentioned, the real cost is the ongoing maintenance. Synthetic oil should be changed every 100 hours, along with the oil filter and plugs, 50 hours if 100LL is used instead of Mogas. I find that plugs start to show signs of distress around 100 hrs. This is cheap insurance. Oil consumption typically is less than 0.5 liters per 100 hours.

I look forward to seeing you out here. The chief pilot of Murphy (at at least he was 5-6 years ago) used to come to Campbell River a couple of times to see his sister. And bring the Moose. Even more impressive up close. And the sound of that round engine. Beautiful. PS. Nobody goes to Chilliwack airport without eating the pies. Just isn't done :) PPS. I hope the weather has improved by then. Been a sustained 6 months of bad flying. Bring your Aussie sun and warmth with you!

Gnarly, when are you coming to Murphy? I know of them because they are about 200 km from me (and Chilliwack is a nice field - and you have to try the pies at the restaurant there - the woman who runs it is famous for her pies - the banana creme is the best) but I have never been to the factory. Any particular Murphy airplane? I personally like the Moose because it reminds me (and others) of the DH Beaver which I flew in with pleasure many many times. Let me know when you are coming and I will introduce you to some of the local ultralighters. Or you could go out to King George Airpark. That's where I learned to fly many years ago. Grass, short (<300 meters), close to everywhere in Vancouver. One of the few ultralight dominant fields.

Hi Mark. You've seen as much of Canada as I have. I live about 150 km north of Vancouver, on Vancouver Island. I am not a big city person although I have lived in Vancouver every once in a while. Ours is a cold climate compared to Australia, even Vancouver (although the prairies are much colder). For me, coming to Australia and warmth is heaven after the winters we have had here lately. May is usually nice but this year lows of 3-4 and highs of 9-15 (lately on the low side of that). Miserable. Should be 5-7 degrees warmer. I love the 'eh' although few of us say it, and mostly to annoy the Americans (they call us cheeseheads in return although I never understood why). Thank you for the offer to show me around. I am looking forward to not only seeing Australia but getting a chance to fly in some different machines with different people. You may not need a passenger endorsement. RAA has told me that my licences (Canadian Ultralight and British Microlight) mean I should only need a checkride with an instructor but I will conform that before I come. I hope to get that in Caloundra if any of the flight schools are still left (as of Feb 2012). I flew a friend's Savannah a couple of weeks ago. Nice, very nice. Thanks also for the local info on trains and buses and things. These I need to know if my friend and I are to get around. Keep in touch. My email is [email protected]. I have been rebuilding my Rans the last year (with my partner) and hope to get it flying sometime in the next month.