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PUFA NEWSLETTER
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October 17, 2001
Ken Buck, President
Walter Klatt, Vice-President
Glenn Ursel, Treasurer
Daryl Hegyi, Secretary
Mail to: Pacific Ultralight Flying Association
102-16071 82 Avenue
Surrey, B.C. V3S 2L6
PUFA Newsletter published by Glenn Ursel
It's been awhile since I last made a contribution. Many of you
have had some good flying this past summer. I even got to take a
flight with George Miller in his Mooney. Big difference between an
ultralight and a conventional. Much more checks to be made, more
power, more gas, lots of everything else - speed on take off and landing
not to mention
while cloud hopping. My heart belongs in an ultralight.
Don Willoughby has been very busy setting up the flying events and trying to notify everyone. Thanks Don for a great job. There are changes to PUFA on the horizon. Glenn Ursel thinks he is going to actually retire. Kathy is standing on his tail feathers as a indication more time to be spent doing family things. Glenn has done such a great job on the Newsletter, great stories with photos and doing the mail out list. The end of a era is close. Thanks for a great job Glenn.
Has anyone noticed that the PUFA Web page is gone. It went about
the first week in October. Some of our cyber experts downloaded it
in time. It is to appear in the near future under a new server when
the details are worked out. Mario LeBel was our past Webmaster but
has moved on to other ventures. Mario, thanks for all your time and
effort
during the past few years.
Next meet will be busy. Lots of stuff to catch up on during the past summer. Again, be ready for "I Remember when". I'll pick on someone, so, reach back into those dusk filled hangers of your mind - come join us and SHARE THE DREAM.
This month I have a little piece for the PUFA Newsletter that has absolutely nothing to do with flying, a filler you might say...
This month I am pleased to publish another of Fred Baron’s stories told in his inimitable, interesting and humorous style. This story is about his decision to fly across the Strait of Georgia on what he calls “an iffy day” to have lunch with friends at Browning Harbour on Pender Island. I am sure that some of us can relate to his tale of flying back through the fog just over the sea, wondering if he would run into the side of a ship or something...
Last month we were informed by a Kathy Lubitz email on September 27th that another amendment to the Canadian Aviation Regulations (CARS) was in the works. While I immediately forwarded it to all the ultralighters in my email address book, I didn’t take the time to read the proposed amendment and mistakenly thought it was another notice for comments on the earlier amendment circulated in June concerning nuisance complaints by the public. It was sometime before I realized that the amendment was a new proposal to apply the altitude and horizontal distance restrictions for overflying cities and towns to rural areas.
The fact that we did not schedule a proper discussion of these proposed amendments to CARS, that pose a significant hazard for the private grass airfields currently used by most ultralighters in the Lower Mainland, can be attributed to the late notice and partly our preoccupation with the horrendous terrorist attacks in the US last month. By the time I woke up to the fact that a letter to Transport Canada (TC) was required, it was October 8th, the then deadline for submitting comments to TC and too late to discuss the proposals at a PUFA meeting or poll the members for their views. So I sent my own letter by email to Nicole Girard of TC. I’ve enclosed copies of the proposed amendments and my responses in this newsletter for discussion at this month’s meeting.
A Decision
Well, it wasn’t a great day but I could see 5 miles at least.
It was a fall day and getting towards the end of a great summer with fair
weather flying. My buddies and I had flown our amphib float planes
up the Sunshine Coast of British Columbia and on up to Campbell River on
Vancouver Island but it all was coming to an end for this cowboy.
I woke up early this day and got the Bird ready to go across the Strait
of Georgia to the Gulf Islands and visit Gary and Roselee La Tour on Saltspring
Island and Dave and Gail O’Hara on Thetis Island. Both are on the
water and are old time float plane pilots. They have their planes
on the shore line and are very hospitable to myself and the friends I have
brought
there.
But on this day, I was going to take Dave and Gary for lunch on Pender Island at Browning Harbour in the restaurant on the beach and try to pay them back for their hospitality that they always show us. I called Dave and Gary and told them of my plans. They were agreeable to my proposed luncheon and told me they would get their birds ready and meet me there at 12 noon. I filled up my plane with gas, checked it all over, making sure there was no water in the floats, all the fittings were tight and the water rudder working properly. I was ready for anything “I thought”! The die was cast. There was not much wind. I calculated the gas I would have to have on board and checked the radio. I was dressed lightly and put my life jacket on. Then I pulled the plane out of the hangar and warmed up the engine. Looked for a bit of wind but it was not to be found. The sky was overcast.
I had my camera with me because the news on the radio had said that
a US aircraft carrier was heading to Vancouver from the US. So I
thought I might get a picture of it steaming up the Strait of Georgia.
Maybe they will let me land on the deck? I could you know...
But I guess they wouldn’t see any humour in that. They get very serious
about their flat tops with all those bombs, Corsair fighters and stuff.
Well I won’t think about him now. I have to get my bird in the air
and meet the boys for lunch on Pender Island. I brought the bird
into wind, well maybe not really a wind but a flicker of a breeze on the
windsock, checked the controls and revved up the engine. I roared
down the grass strip of the Intergalactic Aerodrome and lifted off.
As I got up a couple of hundred feet, I noticed it was a bit hazy but I
had a luncheon date so I headed over White Rock Beach. It was not
a great day out here. I could not see all the way across the Strait
of Georgia but there was a five mile visibility so, rather than head straight
across from White Rock to Winter
Harbour, I elected to fly to the Tsawwassen ferry dock and have a look
at the Strait of Georgia from a different perspective. The boys on
the Gulf Islands would be getting their birds ready but their obstacle
was not as momentous as mine in getting to the luncheon. I had to
get across the Strait of Georgia on a grey, misty day. When I got
to Tsawwassen and looked across, I estimated that I could see about half
way so that’s all I needed. I figured once I got half way I would
be able to see Active Pass and I would be home free, I thought...
I could almost smell those ribs cooking on the barbecue. Sure enough,
when I got half way across, I could see a ferry coming out of Active Pass.
I
Fred Baron flying across the Strait of Georgia
was all set. Theplane was working good and I was hungry. I tried to call Dave O’Hara on the radio but got no response. They were probably there by now. Gary might bring his wife Roselee with him. They are such gracious hosts when I go to their house. I’m looking forward to seeing them both again but it sure is misty out here. I must be extra vigilant in looking for other planes in the vicinity but the traffic was very light. I was beginning to think maybe they were smart and stayed home but I had a luncheon date.
I entered the pass separating Mayne Island and Galiano Island, banked left when I got past Mayne Island and picked up Pender Island on my right as I floated down into the bay that separates North Pender from South Pender Island. I saw the two amphib float planes on the shore line. I checked the Canadian flag flying from the restaurant and brought my plane into the wind. The water was calm with a slight ripple. I bounced in there like a cowboy that had a few drinks and I knew I was going to hear about that landing from my friends. When I got close to shore, I put my wheels down and drove the plane up onto the shore like a big duck.
Dave and Gary left some room on the shore for me. The gravel shore makes it a great spot to taxi up on to. I exchanged greetings and listened to a landing lecture, bit my lip and thanked them for the advice. I was just so hungry I wanted to get that plane down in a hurry. We headed for the restaurant, ordered our food and settled down to some good old fashioned aeroplane stories. I tried to be a good listener for a change and not a motor mouth. They are great
Fred Baron’s Beaver on the beach
guys and I sure hold them both in high esteem. So after lunch, we headed back to our planes. Did our pre-checks of the planes and prepared to leave our little place of tranquillity. In a moment our exhaust will be barking out our farewell to the sleepy inhabitants of Pender Island. We fired up the engines and Gary taxied off into the crystal clear waters of the channel. In a moment he was gone, lifting off the water in about 200 feet and climbing slowly into the dark, misty sky to head home to his nearby Saltspring Island home. I said goodbye again to Dave on the radio and watched him roar off into the wind back to his Thetis Island.
Both of them would be home in a few minutes but I had a much longer flight. I was beginning to think of the weather conditions as I lifted off the water and climbed out to head for home. I turned the corner of Pender heading north to White Rock. I had Saturna Island on my right and Mayne on my left as I looked off into the Strait of Georgia from Winter Harbour, a narrow gap between the islands. I looked into the strait and could not see the other side but I knew from before that, if I got half way across and couldn’t see the other side, I would just turn around and go back to the islands. I had a choice. I was about 200 feet off the water and heading out into the strait. It was not so bad I told myself. I was sure that any moment the visibility would get better but I guess I was hoping in vain because the visibility got worse real quick and I was in the soup.
Well now, what have I done!! My mind was making some very quick decisions. I could not see 50 feet above or below. I wanted to climb and get above all this but I remembered some advice given me not to give in to this impulse. I had my compass. Ah, my compass! That’s the ticket. I remembered the heading from Winter Harbour to White Rock and started looking at the compass. I also had to keep the wings level. I could just make out the water below. I can remember very vividly that I had the realization that I was not going straight but I was turning to the left. I had to fight back that feeling and believe in my compass even though I felt like I was going in a circle. Then, all of a sudden, there was a tug boat below me with a cable behind it. I could not see what the tug was pulling but I would like to have heard his comment on looking up at that idiot flying there in the fog. I would have resented that remark if I had heard it. I would have said “that big idiot”! But, anyway, on I went; then I remembered something. That US aircraft carrier was going to be steaming up the Strait of Georgia today. I had a vision of me splattering myself against the side of that huge ship like a mosquito on a fly swatter. Follow the compass! Follow the compass! Keep the wings level and don’t climb; keep within sight of the water. The thought that I’m going to quite this stupid flying and take up motorcycles came to my mind. Now all this didn’t take more than a few seconds but, boy, it sure makes your mind race. Then, all of a sudden, I broke out of the mist like a hot knife cutting through butter. I could see White Rock pier. I would be home in 20 minutes. I climbed up to a more lofty height and wiped the perspiration from my fevered brow on a cool day. I would be home soon and drinking a very strong drink that won’t be coffee.
I don’t mean to make more of this incident than it was but it was a learning experience. I made a decision to go flying across the Strait of Georgia on a very iffy day. I regret it in a way. On second thought, maybe I should have turned back, phoned the restaurant and left a message for Dave and Gary that I couldn’t make it this day. But we all make decisions right or wrong, sometimes with dreadful consequences. I could have been going in circles in the middle of the strait forever or be splattered on the side of that aircraft carrier.
I came in sight of the Intergalactic Aerodrome, put my gear down for landing and was thankful to our supreme being again for getting me home safe. I landed, climbed out of the plane, kissed the ground, kissed the plane, kissed my dog, kissed my wife, Precy, and had a beer. I bought a motorcycle but I’m still flying and making decisions. Mostly right ones but we are not perfect, none of us. This trip was not long but it was memorable. Love your kids, kiss your wife and keep the wings level!
Fred Baron
Recent Proposed Amendments to CARS
For those of you who do not have access to the Internet or have not read the recent proposed changes to the Canadian Aviation Regulations (CARS), here is a copy of the notices and amendments. There were two notices. The first one came out in late May (NPA 2001-172) and the second one in early September (Canada Gazette 10000-372). Here is the first amendment:
Notice of Proposed Amendment (NPA) 2001-172
(25 May 2001) Reference 601.20
Orders Prohibiting or Restricting Aircraft Operation
Issue:
The intention of this NPA is to give the Minister general regulatory authority, applicable across the country, to regulate the operation of aircraft to avoid disturbance resulting from either noise, frequency of take-offs and landings, or incompatible mix of activities. This NPA would also provide the ability to impose local geographical or operational restrictions, including time period restrictions.
Justification for Change:
There have been a number of instances where land or water aerodromes have been developed and operated with the result that a nuisance has been created for the citizens living adjacent to them. This nuisance results from noise from aircraft landing or taking off over or in the immediate vicinity of residences.
Annually, aircraft operations on rivers and lakes in the vicinity of summer residences have resulted in numerous complaints being addressed to the Minister with requests to impose some form of operating rules. Additionally, citizens have expressed concerns that aircraft operations in the vicinity of their residences have resulted in an intrusion on the quiet enjoyment of their property.
In the case where there is concern by residents regarding aircraft operations on a body of land or water, Transport Canada has acted as a facilitator between the airport operator and adjacent residents to attempt to resolve concerns. Until now, when regulatory action has proven to be in the public interest, the only remedy was to develop a site specific regulation that targeted operations at that location. This approach has proven to be unpopular with the industry and overly time consuming for the affected public.
With the introduction of this regulation, the Minister will have the authority to impose operational limits, prohibitions or restrictions that will serve the public interest. He will be able to respond expeditiously to concerns where the public interest dictates action be taken, while balancing the rights of users of the aviation system.
This proposal is not intended to apply at aerodromes in respect of which a Canadian Aviation Document is in force. Certificated aerodromes or airports have a management structure in place to deal with noise and nuisance concerns. This proposal is intended to deal with noise concerns at aerodromes where despite Transport Canada’s best facilitation efforts, the noise concerns persist.
These restrictions could range from a total prohibition from operations on a given body of water or piece of land, to the establishment of restricted hours of operations, noise abatement procedures, or restricted access to specific portions of a body of water or piece of land. In the case of commercial operators operating from a given area, limitations could be established as to the number of movements, or number of takeoffs and landings within a specific period of time. The potential range of conditions would suit the demands of the circumstance, be reasonable and in the public interest. The limitations or prohibitions made under the authority of this regulation would be published in the Canada Flight Supplement or Water Aerodrome Supplement as the case warrants..
Any noise-related measure intended for publication in the Canada Flight Supplement will undergo the established consultation process.
TEXT:
601.20 Orders Prohibiting or Restricting Aircraft Operation
601.20(1) In this section, "aerodrome" excludes an aerodrome in respect
of which a Canadian Aviation Document is in force.
(2) Where all of the local government authorities bordering a described
body of water or piece of land used as an aerodrome request the Minister
to limit or prohibit the operation of aircraft on that aerodrome, the Minister
may, following public consultation with all interested parties and if he
considers it in the public interest, by order establish such prohibitions
or limitations on the operation of aircraft.
(3) Where the Minister has made an order pursuant to subsection (2),
he shall publish the limitations or prohibitions on the operation of aircraft
contained in the order in the Canada Flight Supplement or the Water Aerodrome
Supplement, as appropriate.
Canada Gazette, Part I (8 September 2001)
10000-372
Notice is hereby given that the Governor in Council, pursuant to section 4.9a (S.C. 1992, c. 4, s. 7) of the Aeronautics Act, proposes to make the annexed Regulations Amending the Canadian Aviation Regulations (Part VI).
Interested persons may make representations concerning the proposed
Regulations to the Minister of Transport within 30 days after the date
of publication of this notice. All such representations should cite the
Canada Gazette, Part I, and the date of publication of this notice.
Each representation must be in writing and be sent to the Chief, Regulatory
Affairs
(AARBH), Civil Aviation, Safety and Security Group, Transport Canada,
Place de Ville, Tower C, 330 Sparks Street, Ottawa, Ontario K1A 0N8. (General
inquiries - tel.: (613) 993-7284 or 1-800-305-2059; fax: (613) 990-1198;
Internet address: http://www.tc.gc.ca)
Persons making representations should identify any of those representations the disclosure of which should be refused under the Access to Information Act, in particular under sections 19 and 20 of that Act, and should indicate the reasons why and the period during which the representations should not be disclosed. They should also identify any representations for which there is consent to disclosure for the purposes of that Act.
Ottawa, August 28, 2001
RENNIE M. MARCOUX
Acting Assistant Clerk of the Privy Council
REGULATIONS AMENDING THE CANADIAN AVIATION REGULATIONS (PART VI) AMENDMENTS
1. Section 602.12 of the Canadian Aviation Regulations (SOR/96-433) is replaced by the following:
602.12 (1) For the purposes of this section and sections 602.14 and
602.15, an aircraft shall be deemed to be operated over a built-up area
or over an open-air assembly of persons if the built-up area or open-air
assembly of persons is within a horizontal distance of
(a) 500 feet from a helicopter or balloon;
or
(b) 2,000 feet from an aircraft other than
a helicopter or balloon.
(2) Except at an airport or military aerodrome, no person shall conduct
a take-off, approach or landing in an aircraft over a built-up area or
over an open-air assembly of persons, in a manner that is likely to create
a hazard to persons or property.
(3) Except at an airport or military aerodrome, no person shall conduct
a take-off, approach or landing in an aircraft over a built-up area or
over an open-air assembly of persons unless that aircraft will be operated
at an altitude from which, in the event of an engine failure or any other
emergency necessitating an immediate landing, the aircraft can land without
creating a hazard to persons or property.
2. Subsection 602.14(1) of the Regulations is repealed.
3. These Regulations come into force on the day on which they are registered.
Kathy Lubitz circulated her notice of the above-noted changes by email in June and in September. I think the following three paragraphs of her latest notice aptly summarizes the concern with these amendments:
“The rule says that you will not be closer than 2000 ft. (about a half mile) horizontally over a built up area (not defined) or assembly of persons (not defined) when you take off or make an approach and landing. Helicopter and balloon pilots face the same situation, but the distance is 500 ft. horizontally rather than 2000 ft.
If a disgruntled neighbour complains that you are ‘likely to create a hazard’ whenever you take off, or make an approach and landing and, if you get closer than 2000 ft. horizontally from him and his friends (an assembly of persons) or a built up area, he could complain - repeatedly, every time you take off or land.
If you operate your float plane from a small lake that has cottages all around it, and the cottagers could complain that you may be causing a hazard to them. If you also get closer than 2000 feet to them, you could face enforcement action. If there are buildings along both sides of a river that you use as a water aerodrome and if the river is less than 4000 ft. wide, you could be charged with ‘likely to create a hazard’ over a built up area.”
If you extrapolate these remarks to our Lower Mainland situation, you can see that these two amendments pose a severe risk to the current freedom of flight that we now enjoy.
In June I sent a PUFA response under President Ken Buck’s signature criticizing the proposed amendment under NPA2001-172 and, in early October, I emailed my own response to the second amendment published under Canada Gazette 10000-372. Copies of these letters are enclosed with this newsletter.
Although there were only 200 letters received by Transport Canada concerning the Canada Gazette notice, the deadline for submitting letters was extended to October 15th.
Tony Swain circulated a COPA notice of this extension and request that pilots write their concerns to Nicole Girard of Transport Canada. I forwarded his email to the ultralighters in my email address book. While many people seem to be mired in apathy, or cynicism of government, the following email sent to me by Corncob Bob’s sister, Gloria, provides a refreshing non pilot’s perspective of this challenge to our freedom of flight.
Glenn Ursel
Subject: Re: aero regs
Date: Sat, 13 Oct 2001 04:29:54 -0700
From: Gloria Saint James
<aerotug@pacificcoast.net>
To: Glenn Ursel
<gursel@home.com>
Glenn, I know that Bob would have a well-worded response. Although I'm not a pilot, I see the dangers inherent in the proposed legislation as you've presented it. I was at once reminded of Victoria Harbour, which has had aircraft flying out of there for as long as there have been aircraft, as well as the fact that regular choppers take off & land at Work Point, across the opening to the Harbour from Victoria. I lived 2 blocks from Esquimalt DND for 5 years & used to enjoy watching the aircraft from MacCaulay Point.
However, the owners of the new condos built around the harbour have been complaining loud & long & they'd jump on any legislation that would enable them to get rid of the float planes. This is not right; the planes were there first. When it comes to ultralight fields, I know the aircraft are more sophisticated than when Bob rebuilt his first plane well over 10 years ago; however, it is my understanding that the vast majority do not fly after dark so I should think that, as long as the fields & pilots comply with the standard noise bylaw {ultralights are not that loud, anyway} from 11 pm to 7 am, the neighbours shouldn't be complaining. Passing this sort of legislation isn't a good thing; we all, for our sins, know some persnickety old person, menopausal misfit {I try not to let it show !}self-righteous types who just can't stand to see people enjoying themselves & would take the earliest chance to enforce a law like the one being proposed. If it is the will of the entire community; that is another matter altogether. One sour apple shouldn't have the power to sour something which gives such a sense of freedom to those dedicated to flying & to ultralight flight in particular.
Gloria Saint James
for Robert J. Peters
Chocolate Milk
One day, a couple of years ago last spring, my co-pilot said there's a great sale on interior paint. Our townhouse could use some throughout. I said fine. Co-pilot went and bought TWO (2) buckets of latex paint - 20 L. a bucket. The rational was that you really save if you buy a lot. Has anyone ever figured out how long it would take to apply 40 L. of paint, about 9 gallons? Little did I know I would probably regret not supervising the paint buying. So it went, I was very busy building a cabin and doing all sorts of things, except painting. First fall came, co-pilot said time to do some fall clean up. Paint trucked back to the paint store for a good shake. Off the hook this time as co-pilot couldn't decide on what tint was needed to do the entire interior. Next spring, one 20 L. bucket was trucked off to the paint store, a nice light sandy colour was squirted into the bucket which got shaken for a looong time. Something came up. Painting didn't get done, oh I remember, family reunion, that took up a lot of time. Finally last spring, co-pilot said time to paint. Back to the store and another shake but the colour was changed this time. Well, didn't get any painting done fish were biting, other things to do.
Well now, last Saturday was the big day. I finally committed myself to a fun weekend of painting. Just like flying, sometimes when you get aloft you can't always just put down when you want. Anyway, up early, cleaned out two closets, removed shelving, used lots of that green tape so as to not paint other things. Two coats on in the closet, things getting a little dark, had to bring in some extra lighting. Co-pilot was out doing other things and comes back. Hmmm, nice soft tone. I gritted my teeth. Sunday, attacked the master bedroom. All or nothing, full speed ahead. Got up to speed and the first coat went on. Can you visualise a room that looks like it has been sprayed with chocolate milk? Co-pilot made her inspection, hmmmmmm, nice and cosy tone. My response was, don't you think it's a little daaaarrrk? (this was viewing the room with two overhead lights, one lamp without shade and one flood light) The final coat was put on Monday night using all the lights plus a hiker's headlamp.
Well, painting is done, clean up was easy - used water. Now there is a slight problem. Co-pilot has admitted that the paint was a tad toooo dark and she wants to brighten it, lighten it??? I figured out that you can change the colour from light to dark but I don't think you can do the reverse unless you buy two more 20 L. buckets of paint and somehow mix the works. Anybody need about 15 L. of chocolate milkshake coloured paint?
Ken Buck