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PUFA NEWSLETTER
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September 24, 1997
Jeff Rochon, President
Bernie Strotmann, Vice-President
Ken Buck, Treasurer
Glenn Ursel, Secretary
Mail to: Pacific Ultralight Flying Association
102-16071 82 Avenue
Surrey, B.C. V3S 2L6
PUFA Newsletter published by Glenn Ursel
I remember reading a magazine article some years ago about a famous pilot who flew beyond the speed of sound regularly. Chuck Yeager flew jets but this story was about ultralights. There, with the accompanying story, was a picture of Yeager flying his single seat Falcon Ultralight.
Only last week another news article caught my attention. Formula One race car driver Emerson Fittipaldi was injured not in one of those four-wheeled bullets he steers around the race circuit, but in an ultralight. The story went on to explain that only one day after racing at Laguna Beach he was in Brazil flying an ultralight when it went down. He suffered injuries but is expected to recover.
Why does a man like Yeager who has strapped a rocket to his derriere and flown like a bat out of hell find it necessary to fly a three hundred and fifty pound assortment of nuts, bolts and fabric? It seemed like Fittipaldi couldn't wait to finish the car race so as to get home to fly his machine given the time duration between the high profile race and his ultralight accident. Driving a car at two hundred and fifty miles an hour is his job. Flying at the highway speed limit is evidently his passion.
These gentlemen are just two examples of high profile individuals who have chosen to fly these amazing craft. It makes sense that there are a great deal more around the world. It's reassuring to find sound barrier busters and race car drivers sharing the same interest as myself. Especially so when I sometimes question my sanity as to why I must endure the continual rule changes that our many masters seem intent on dumping on us.
I wish to belatedly note the passing of Karl Heep, a long time PUFA member who had battled leukemia for several years but finally succumbed to it in late May.
To facilitate discussion at this month's meeting, I have included both our letter to the Abbotsford International Airshow Society and the COPA letter to all attendees invited to the September 27th meeting concerning ultralight passengers.
Gordon Denham phoned recently to advise me of the sad news that the farm is up for sale on which the Golden Ears airfield is located. The hangars are now being moved to Fred Glasbergen's Glen Valley airfield.
Gerald Edwards called to request that I mention the very good service he received from the new owner of Reg's Air Cooled Engines, Brian Youmans, when Gerald experienced an engine problem in the test flight of his P-5151 Mustang replica. He says Brian flew over from Victoria in his Cessna Citation to identify the problem as a faulty gear reduction, then flew the part to the Rotax centre in Vernon, obtained a new part and flew the part back to install it free of charge. Gerald wishes to publicly applaud Brian's fine service. Incidentally, Gerald says the painting is completed on the P-5151 and that the test pilot, Bob Moran, identified two items that needed modification on the plane. Trim tabs were needed on the ailerons and a coarser pitch (13 degrees) was necessary on the propeller. Otherwise the plane is performing well.
Finally, I would like to mention that Reg Lumsden is moving to Oliver in the Interior near Osoyoos. We will miss Reg and wish him well in his retirement.
PUFA Letter to Abbotsford Airshow Society
102-16071 82 Avenue
Surrey, B.C. V3S 2L6
August 26, 1997
The Abbotsford International Airshow Society
30470 Approach Drive Abbotsford, BC V2T 6H5
Dear Sirs:
Congratulations on a successful 1997 air show. The flaming explosions were not the only thing to heat the air. The decision to exclude the ultralight contingents that normally start off the show was a surprise and a disappointment. Ultralights have been a regular fixture at the start of the Abbotsford Airshow since the early 1980's. Many of our members, upon learning at the last minute that they had been summarily dismissed, were irate indeed. I personally have been in the fly-in every year since 1987, sometimes on all three days.
The information of our exclusion came to us by accident and from several sources. Apparently one or more members of the air show staff, decided that ultralights were a nuisance and were unable to follow control tower instructions, specifically upon landing.
I can speak from personal experience that our flights to the airshow are planned to the last detail. As many as twenty ultralights gather at a nearby airfield each day of the show two hours before our expected arrival. There we are given an intensive pilot briefing by an experienced instructor. Much importance is placed on not doing anything that might compromise our safe and timely arrival. The odd aircraft that is NORDO is told to follow the craft ahead. At the appointed time, the slowest aircraft takes off, then the next fastest. Finally the quickest ultralights take to the air and all fly the ten or twenty miles to the call in point, usually five miles north of Abbotsford Airport at 1200 feet. To this date we have never failed to rendezvous at the correct window. All aircraft that have radio (now 90%), monitor the various radio frequencies as our leader calls in to tower for instructions.
In the earlier years the tower would immediately instruct us to enter a landing pattern and at times allow us to do a flyby, sometimes more than one. In those years I remember no incidents that could be considered negative. The most recent years have seen the Airshow incorporate a more complicated opening format. Problems seemed to occur when the tower began to ask our flight to delay their landing. At times we were asked to remain at the window. In others, tower would bring us to two miles and instruct us to orbit, sometimes for up to twenty minutes! There were also times when we were instructed to extend various legs. Ultralights have a cruise speed of from twenty-five mph to ninety mph depending on the make. Holding a comprehensive orbit with these various airspeeds is a daunting task. When final landing instructions are given, faster aircraft at times are much closer to the button. Some slower aircraft are orbiting away from the buttoon and must safely turn to approach. In this situation errors begin to creep in. Pilots, more anxious to avoid a mid-air collision, loose focus on timetables. Incidents such as not landing immediately upon being instructed to do so are inevitable.
It may seem obvious to some that if some of Control's directions were difficult to follow, why did we not bring it to anyone's attention? Perhaps our silence was attributable to the natural order of things. Ultralighters do not usually attempt to correct anyone else higher than themselves on the aviation pecking order ladder, which usually means everyone else. This has obviously been a mistake. Perhaps speaking out firmly at the time may have corrected possible problems.
In 1994 I was asked to sit in on a meeting of the Abbotsford Airshow Society. Various subjects were discussed with a consistent theme being a new and revived airshow. At the show would be more grass root participation, with a moving away from military type contributors. The show would feature examples of every type of flying machine possible. Ultralight aviation is grass roots personified. It is the fastest growing segment of aviation in Canada. Our participation is sadly lacking at the largest airshow in the country. As an established flying club since 1978, we carry some responsibility for our plight. It is my wish that, at your convenience, we could meet and discuss this matter with the aim of restoring and increasing our place at this venerable airshow.
Yours truly,
Per Jeff Rochon, President
Pacific Ultralight Flying Society
JR/gru
COPA Letter to All Invited Attendees, COPA Meeting
For the past year, I have had concerns about the ability of the Ultralight Pilots Association of Canada (UPAC) to properly represent the interests of ultralight pilots, many of whom are COPA members. When TCA and the organizations representing recreational aviation formed the Recreational Aviation Working Group (RAWG) almost four years ago, UPAC had representatives at the meetings, but these representatives changed several times and the concerns that they brought to the table were not consistent. As a result, we were never sure what the ultralight community really needed in the way of regulatory change to ensure that this segment of the aviation community prospered.
In May, 1996, RAWG members believed that consensus had been reached on a proposal that would allow ultralight pilots to carry a passenger in "approved" ultralight aircraft. Lindsay Cadenhead (Transport Canada Recreational Aviation) presented this proposal to ultralight groups across Canada and felt that there was agreement that ultralight pilots should be able to carry a passenger if they had a similar amount of training (on ultralight aircraft) as required for the Recreational Pilot Permit (RPP). Last November, UPAC announced they were opposed and that the need for ultralight pilots to demonstrate knowledge and skills similar to the RPP holder was unnecessary and beyond the capabilities of ultralight pilots. Transport Canada then suggested that UPAC present their own proposals to TCA Systems Safety for review with the understanding that Systems Safety would evaluate the risks involved in passenger carrying and how these risks could be mitigated. UPAC did this but nothing has happened since last April.
It was explained to UPAC that, unless their proposals were acceptable to the rest of the aviation community, they would have no success in getting approval through the CARAC process. Nevertheless they still believed that, if they could convince "someone" at Transport Canada that their proposal was sound, then it would happen. They could not be convinced that CARAC makes these decisions now and that, without CARAC support, Transport Canada will not change this type of regulation.
Ken Gamble, who is a UPAC director, advised me that Chuck Kiernan, UPAC President, has resigned. Dave Loveman, who has been active in UPAC for many years, was seriously injured in the crash of an ultralight and has been in the hospital for the last four weeks. How these events will affect the future of UPAC remains to be seen. COPA's purpose in organizing this meeting, and paying the expenses of those attending, is to decide what COPA should be doing to represent our many members who are a part of this important segment of our recreational aviation community. If we obtain consensus on the issues outlined below, then a proposal could be presented to CARAC this fall and regulatory changes could come about next year. If everyone attending is happy with the status quo, then we don't have to do anything. However, we should keep in mind Lindsay Cadenhead's often quoted comment "Change is inevitable, progress is optional."
The following is a tentative agenda for our meeting, which will be chaired by Kevin Psutka:
1. Call to order at 10:00 am and introduce attendees (Jim Snow, COPA President).
2. Review of the CARAC process (Lindsay Cadenhead).
3. Review of the events that have led up to this meeting (Herb Cunningham).
4. A discussion as to whether UPAC is the best organization to represent
ultralight enthusiasts or
whether another group or committee should be formed.
5. Review of the agenda with the addition of worthwhile items.
6. Passenger Carrying in Ultralight Aircraft
(a) What level of knowledge and skill should be
required to allow an ultralight pilot to carry a
passenger, and how
should this level of skill and knowledge be assessed?
(b) What type of instructor should provide the necessary
training?
(c) Is the present 50 hour requirement to obtain
an ultralight instructor rating realistic?
7. Ultralight Aircraft Allowed to Carry a Passenger
(a) Advanced ultralights - yes.
(b) Ultralights that been inspected by an AIR-ABA
(AIR Amateur Built Association) or
equivalent?
8. Ultralight Schools and the Recreational Pilot Permit
(a) Should ultralight schools be able to offer the
RPP?
(b) Should there be two RPPs - one regular and one
ultralight?
(c) Spin training?
Most of the people listed below have been contacted by telephone and have expressed support for this meeting and plan to attend:
Jim Snow - COPA President
Kevin Psutka - COPA Executive Vice President
Herb Cunningham - COPA Secretary Treasurer
Lindsay Cadenhead - TCA Recreational Aviation
Fred Glasbergen - ultralight school, BC
Wayne Winters - ultralight school, AB
Jeff Rochon - President, PUFA, BC
Ralph Svendsen - ultralight school, ON
Mike Ryer - ultralight school, ON
Marlene Gill - ultralight school, PQ
Dave Woodhouse - ultralight school, ON
Claude Roy - International Challenger Association, PQ
Bruce Carter - Aero Club of Canada, ON
Ken Gamble - President, RAA, ON
Mike Fothergill - ultralight pilot, RAWG member, ON
Kathy Lubitz - ultralight school, UPAC director, ON
Chuck Kiernan - Past President, UPAC, ON
Bruce Miller - ultralight school, ON
The meeting is to be held in the Victoria room at the Citadel Hotel in Ottawa on September 27th, 1997. Since COPA is paying expenses, attendance is by invitation only.
Herb Cunningham
COPA Secretary Treasurer
From: "Beverly Lawrence" <airflow@direct.ca>
To: <gursel@direct.ca>
Subject: PUFA Newsletter
Date: Sat, 13 Sep 1997 10:44:42 -0700
Dear Glenn,
I hope I am still in time to place this letter in the newsletter.
Dear PUFA Members,
Many people have commented to me that when they come to the airfield they want to leave the cares of work behind and relax. They are not interested in politics as there is enough of that type of thing at work and they would like to get away from it.
A situation has developed over the last year or so that is bringing personal feelings and the politics that go with them right into the recreational time at the airfield that so many people are trying to enjoy.
The world of ultralight flying is very small; can we afford to be at loggerheads with each other? If PUFA's mandate was to promote the sport of ultralight flying, at this time I see the opposite happening and the bad feelings present amongst many of the members a detriment to the sport as a whole.
I am not calling on members to like each other, but to honour the differences that make a club diverse and interesting. Remember the strengths as well as the weaknesses that each brings to the club, focus on the positive and let the negative alone. If we each remember something good every time we go to say something bad, perhaps some of the current feelings will settle down.
In the stress of facing legal action and the possible closure of a business that has for fourteen years become the focus of Fred's life, it's possible that insufficient recognition was given to the people who helped in the fight to change Surrey's mind. And I would like to address that now and publicly give thanks to the pilots and families who filled the city chambers at council meetings - the PUFA members and families who put on pancake breakfasts to raise funds towards the lawyer's fees; COPA who donated significant funds towards the lawyer's fees and student pilots, instructors and their families who treked the streets of Panorama Ridge knocking on doors to solicit signatures on a petition in favour of the airfield. And finally I cannot forget the background political work of one particular pilot that was the deciding factor in the battle to keep the King George airpark alive.
See what we can achieve when we pull together. To you all, "Happy flying"!
Beverly Lawrence
Airflow Ultralight Aviation Ltd.
King George Airpark