GDL
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What? They haven't answered any of my emails. They didn't answer the phones for others. What is going on. Did they explain anything? Thanks for doing that, Mike.
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Maj, I had heard vague rumors about the unreliability of the 618. You see them on aircraft around here (that is North America) occasionally. The 582 could be unreliable at times (especially compared to 503) if the pilot mishandled. I had a Rans burn a piston when the pilot got it hot then pulled the power off to cool. I like your thoughts about KISS on engines, although I would prefer a fuel injection system on Rotas engines to get rid of carb balancing & icing (not usually a problem but very occasionally)).
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The flying school in Portugal had an X Air with a Jabiru 2200 (before I got there) and according to my instructor tended to shed parts around the circuit. They gave up when the engine lost a piston at the critical part of the circuit. Interesting about the 618. Of the 2-strokes (I have perhaps 50 hrs total time on them) I really like the 503 but of course most 2-place aircraft are underpowered. Sounds like the 618 had great power. In the US, you see a lot of other Rotax snowmobile engines being used - 670 and the like. They produce huge amounts of power but I would be afraid of their reliability. After all, we are in the air and parking by the cloud is not usually an option :)
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Hi Graham. Sucks when a plane you want to buy turns out to be not what you expect. I had that happen on my first purchase. Was suppose to be ready to fly & wasn't. Bought it anyway and didn't regret but was choked at the time. What was the 618 like? I have flown behind 503 and 582 engines but never the 618. Don't see many in North America because only sold for a few years. The 912 on the X Air I flew really wasn't completely suitable. Too much power and at low rpm in the air bounced the plane around with the prop wash. But comfortable plane to fly most of the time.
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Me too. Ahh well, the world continues to turn, despite the loss of the school(s). :)
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Wow. And I thought parts of Canada were sleazy. Lets hope the hangar owner never gets another renter. And I can feel for flight schools. When I had my school I lived on subsistence for most of my 8 years. The nature of the beast I think. But many schools in the area, and presumably they are allowed 'fam' flights to take up tourists. Fam flights were the only way we were allowed to take passengers (i.e. non-students).
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Hi JG. The response here to all my questions has been super. Lots of good & interesting info. Makes coming to Australia that much easier. I think the problems in Caloundra probably relate to the problems the airfield was having (for a while it seemed ti would disappear). But lots of schools in the area, and unlike my part of Canada, close by. I am envious by the riches in flying in Australia. My hats off to all of you that contribute to it. GA flying in Canada is slowly disappearing.
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Hi Shane. An interesting illustration. And I feel for your aunt. I think in general agencies run by governments (direct or indirect) tend to drown in their own bureaucracy, their own biases (I have other thoughts but they are impolite).
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Hi Peter. Sorry, I was probably not clear on the passenger carrying endorsement. I was a flight instructor for 8 years. This meant I carried students, potential students, and the like, in my plane. As with most instructors in Canada, I believed that the experience entitled me to a passenger endorsement since I was essentially carrying passengers, in a manner consistent (documentation, training, procedures) with passenger carrying. Transport Canada agreed but said that their rules dictated that I go out and get an endorsement. That's silly.
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Thanks Wilbourne for the info. I am not sure I want to go that far but I will look into. I have a little tail dragger time - just enough to know how little I know. I love grass strips - easy on the plane and pilot, and what I learned on originally. Do you know anything about the FK9? I have seen pictures but never seen one in person.
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I tried several times to get hold of Freeflying Emerald. Couple of emails & nothing. Several other people tried to phone them on my behalf (some not in this thread) and they got nothing as well. I will look for their email. Thanks for your efforts.
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Mark, thanks for that. In Canada there is no endorsement for CSU and AP (or for floats or flying boats or skis or anything like that). The only 2 endorsements are for Instructor rating & passenger carrying which I have both. Don't ask me why I need a passenger carrying endorsement when I am an instructor - it is still a sore point with me. TC is not the most rational government organization in the world (perhaps rational & government are oxymorons). I have used constant speed before in Cessnas but never an Autopilot. Would be interesting.
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I am not familiar with the terms CSU or AP. What are both?
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Do you have the F or H model? I flew the F model with a 912 and it was a strange handling machine at low power settings - mostly from the prop wash. This plane cruised at no more than 55 kts (but then the school limited us students to 4400 rpm). I was bothered by wind when I started out but now I look at it as a challenge (keeping in mind that I never exceed my or the plane's limits). On the other hand, it is certainly restful and peaceful flying under ideal (i.e. no wind) conditions occasionally. I am also going through the process of finding a faster plane than my Rans (~85 kts). But cost is the problem. We are a little more lucky than your in Australia because no import duties anymore for bringing in US LSA aircraft. And as the US economy sinks, so does the price of used aircraft. But still very expensive and currently beyond my means.
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This was the strangest weather year I have seen and I have lived all my life in BC. I spent last week (when normally the weather is reasonable) watching winds of 50-60 kts, water spouts on the lake (a line of 5 of them at one point), and trying to hold down a floatplane that threatened to flip (it didn't). Not the best weather for ultralights, LSAs, microlights, or man or beast. My limit is -10, and even at that is not comfortable since my heater barely keeps my feet warm. David, I think your daughter underestimated the pace of weather change. I think it went from good to bad in a blink of the eye. I live up the coast a bit (150km) and it took about 2 days to get ugly. DJP, what's the deal about Canadian aerobatics? If it is screwed up as the rest of aviation here (despite our wide open spaces over much of the country) it must be bad. My doctor (aerobatic pilot and unfortunately badly hurt in a show crash earlier this year) has never said much about regs.
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Wilbourne, I also tried a Evektor earlier this year (the school has since sold it - I don't think there is any correlation between my 2 statements!). Another very comfortable ans smooth plane. Flew it in one of the busiest GA airports in Canada and it was easy to handle and quick and nice handling.
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Hi Tom. Yup, finalized the details on the trip. Only took 4 months! Been an incredibly busy year for me and won't wind down for another 2 months. But looking forward to seeing Australia, meeting all of you pilots, and trying the planes. Do you have a number or email for the P200 in Caloundra? I have a little time in Pioneers (another beautiful flying machine) and it would be close and convenient. Incidentally, I tried a trike in Portugal earlier this year. That is different. How are things with you?
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Hi Wilbourne. I think I will also contact Pro Sky in Gympie. One of the reasons I came to Australia (other than better weather and good people) was to try different aircraft. I love my Rans but it is but one of many many interesting ultralights. And Australia seems to have it share, as well as one I have never seen before. What aircraft do they use? Did you do your training there?
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Thanks Mark, Shags, Sean, Mike. GoFly certainly gets top marks (no pun intended) from all people I have heard back from. Like AV8 (you and I are thinking along similar lines) I would have preferred to fly a low-wing (that is probably going to be my next purchase - perhaps a Zenith 601XL), but the Tecnam would be nice and a CT something I have always wanted to try. Shaggs I do have an hour in a P92 earlier this year (as part of trying out different aircraft in prep for purchasing something). It was very nice to fly. Tough to get in (banged my head but lots of room inside (a cousin will be a partner and he is 193 cm and 105 kgs). I had hoped to be able to walk to a school - after flying across the Pacific and traveling from Sydney I really did not want to see any form of transportation (other than light planes) besides my feet. I will give GoFly a call (actually email) and see what they have to say. Mike, I will take up your suggestion and see if I can get them down to Caloundra. I presume that if I pay that they go where the business is. What did you think of their training?
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I concur with Maj. Very comfortable in the winds I flew in.
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Hey FactFinder, I will have you know I prefer to travel via comfortable (well comfortable for those under about 155-160cm which I am not) jets with at least 2 engines. Boats are devices that go very slowly. Although you do have a point. After the past fall, winter, spring, and summer, I may become a refugee just to get some flying weather.
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Hi Shaggs. Thanks for the information. I had hoped to find a school in Caloundra up and running but I guess that is not going to happen. They were flying Texans which is a plane I have never flown. And close to where I will be staying. A friend also pointed out Caboolture and I came across the GoFly website. Glad for the recommendation. Can you tell me anything more about the company? I want to fly with someone reputable.
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Hi Gnarly. If you think your association or the FAA is savage on pilot medicals, you haven't seen how Transport Canada treats its pilots. TC as an organization would just as soon have all of us recreational pilots disappear (from flying) forever. They hire the most incompetent and useless doctors (the last 2 in my area were something to behold - and that is not a positive comment) who make sure you fail on any small detail. Under no conditions are they interested in going to a LSA medical. In fact, they are not interested in going to LSA (which came from our Canadian Advanced Ultralight rules!) at all. Pathetic. I applaud your potential changes. Clearly a step forward.
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Hi Campslive. I flew the X Air in Portugal in reasonably rough weather. 20-25 kts partial crosswind on landing, some rough flying at altitude. It is similar to most ultralights in that once you relax and control rather than fight the aircraft, then it flies very nicely. Rudders are critical in it (same with my Rans). Since you have only 40 hours in it, you probably have a lot of growth in understanding all aspects of flight (especially different conditions when landing). Going from my Rans to the X Air I found it very limited in speed. If you want to travel further than something faster is needed (or more patience!). But do you think your have mastered it completely? My instructors in Portugal thought it a great trainer because you need to fly it. I would agree. By the way, what engine do you have in it? Geoff
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I asked this question earlier this year but that was before I knew the dates I was coming to Australia (now Feb/Mar 2012). I am looking for a flight school near Caloundra to do some flying. I have a Canadian ultralight permit (and instructor rating) as well as a British microlight licence, and want to do some dual and solo flying in a high performance tri-gear ultralight (move upwards from my Rans S6S). I have talked with Mick Poole about requirements but now I need a school to check me out. I tried to contact Freeflying Caloundra but nothing back so far. Are there any suggestions out there? I expect to be in Caloundra for about 2-2.5 weeks. Thanks. Geoff
