Yahoo won’t allow me to post anything on its forums since May, 2002. I was banned the day after I posted simple instructions for flipping the then-new death towers with simple orgonite
So I can’t actually post on this ultralight aviation forum but I get the digests via email and I can ‘respond to group’ which is how I get around Yahoo’s hacker barrier. I’ve announced this on a couple of Yahoo’s forums so I think they’re loathe to cut me off from that avenue, too. Parasites consider exposure to be a fate worse than death.
As you may know, no license is required to fly motorized aircraft under a certain weight in America and there are a few other minimal requirements. The American feds were obviously afraid to completely restrict motorized aviation after lots of folks started putting motors on their hang gliders in the late 1970s so in 1984 the feds came up with the ‘ultralight aircraft restrictions.’
I had asked whether I can fly my ultralights in Canada without a license and one of the Canadian members (he wouldn’t answer the question) suggested I contact a Canadian RAA official, which I did. I posted the official’s response along with my comments:
You will need a license to fly the plane in Canada, and the plane must be registered with an N-number and be insured. The pilot license must be validated by at minimum a fourth class medical, and a driver’s l;icense does not qualify. Transport Canada will accept the Sport Pilot permit because it is roughly the same as our Rec Pilot permit. Ours requires real medical signed by a doctor and TC wants the same to validate a Sport Pilot permit that is being used in Canada.
Our UL’s are registered and insured and the pilots have at minimum ten hours of flight training (most take 20-25), a ground school, and a written exam set by Transport Canada. If you are flying a US 254 pound UL and do not have a license, there is little chance of flying it legally in Canada. It might be possible to trailer it across the border and fly it in a remote area, but the penalties for flying an unlicensed and uninsured aircraft without a pilot license are rather high, approaching $10,000. For a non-citizen they might be higher, and I would not recommend it.
The FAA allows a Canadian to fly a registered and insured UL in the US if the pilot has a Canadian license. At times the FAA have allowed the UL permit but with Homeland Security the requirement has risen to a higher license.
I then asked him if there are restrictions for hang gliders and paragliders and I’ll post his response.
The first ultralight I ever saw was when I was cross country skiing in New Hampshire in 1977. I saw a fellow take off with a hang glider from a nearby hilltop and what attracted my attention was the horrific whine of the little motor on the back of the glider. It was a calm, sunny day and he kept ascending in a spiral until he was out of sight. At the time I thought, ‘I’d love to fly but that noise wouldn’t be worth it.’
The present motors are a lot quieter, though 5-6,000 rpm produces a disquieting feeling, like the frequency of the commercial power grid also does. I bought a Great Plains half-VW aircraft motor and a Joe Cell a few years ago and started building an Affordaplane for it. I love teh sound of those little VW motors, even without mufflers. The sound is more pleasing partly due to the frequency, I think.
I still intend to fly the Affordaplane all over the plaee without fuel and my earlier experience with a Joe Cell convinced me that it’s feasible.
The Joe Cell increased my truck’s 8-cylinder, rebuilt Ford motor by about 30% when it was switched on so I suspect it will do the same for any aircraft motor immediately. Turning the motor to implosion instead of combustion happens a lot later. It took a year and a half for that to happen in the truck’s motor because it’s steel. ‘Joe Blow,’ the Australian inventor of the cell, insists that aluminum engine blocks make it happen a lot faster.
I opted for teh VW conversion mainly because it has a distributor and when implosion starts happening you have to close off the fuel line and rotate the distributor 90 degrees. If I were a mechanic I could probably figure out a similar protocol for magnetos but the back end of the motor needs to be taken apart to get at them; the distributor can e rotated while the engine is running To stop implosion you just switch off the Joe Cell, which is already connected to the starter battery.
In my truck the violence of the implosions when the Joe Cell was finally influencing the ignition was so extreme that the shaking caused the center bolt in the Joe Cell to break and all the water ran out of it. In retrospect, if I had succeeded, then (August, 2002) I would have told my readers about it and might have gotten suicided for that [Image Can Not Be Found] but now that many have succeeded over the ensuing years and posted videos on YouTube I’d probably remain safe if I succeeded, now–even with a flying machine. I did learn that putting orgonite next to the cell guaranteed that it would still work in a negative-energy environment, like near a nuclear power plant. You can tell the quality of the Joe Cell’s energy by how it feels. Being in that truck felt so good when the engine was running that my wife and I took a lot of un-necessary cross country trips in it. I had built a large camper shell onto it.
Nutech2000.com is where I bought my newer Joe Cell and a seeding cell and these are a whole lot better than the one that I paid an engineer to build for me. Now that I’ve gotten more flying experience I’m better prepared for the vicissitudes of ‘extreme’ cross country flying than I was when I first envisioned this.
Everyone wants a free energy device so everyone ought to also want the freedom to travel without restrictions, in my opinion. We usually fail to consider that before the 1920s or so anyone could privately ‘operate’ any sort of vehicle without getting a license. My horses and 150hp motorboat can do as much damage as any of my airplanes and I don’t need a license to ‘drive a horse’ or operate my boat. There weren’t even passports until after the industrial revolution. In the old days it was understood that we’re all accountable for what we do. After socialism became quietly established throughout the industrialized world we quietly came to oddly assume that we’re only accountable to ‘the government’ rather than to society.
I like living in the present day, though. Things were generally not better in the past because most people were needlessly poor and without economic freedom there can’t be real political freedom. But if I’m not mistaken, the current trend is moving us away from centralization and tyranny. This trend is best exemplified by the internet. We’re returning to the more natural state of personal accountability, which translates into getting rid of some of the queer assumptions that are now popular, like inappropriate, excessive licensing and taxation.
I suppose that if people in a given country want to have a lot of restrictions on their personal freedoms it’s not my place to criticize them. Nobody in America ever asked for these intrusive travel restrictions and I suspect the Canadians didn’t, either.
Maybe the more practical approach, though, is for people in a locality or district to choose whether or not to have restrictions for themselves in a genuinely democratic way. That implies that their chosen leaders who then create or erase these restrictions need to be truly accountable and in a smaller electorate the leaders can’t escape scrutiny the way ‘national’ politicians routinely do. Nobody will argue that our polticians in any country are now accountable so of course that needs to change. In that case, travel would look a lot different from what we all have right now, I think you’ll agree.
I have a lot of faith in an insurance industry that is not centrally controlled, as it is right now by Lloyds of London. That situation can easily change, too. I won’t fly anything that I can’t afford to lose, meanwhile, and if I do any damage from the air I’m happy to pay fairly for it because I don’t mind being accountable.