An applicant shall be a minimum of
sixteen years of age.
(2)Medical Fitness and Validity
An applicant shall hold a Category 4 Medical Certificate valid for a
Pilot Permit - Ultra-light Aeroplane.
An applicant who meets the medical conditions specified on and signs
the Civil Aviation Medical Declaration shall be deemed to have met
the Category 4 Medical Standards.
The medical validity period for the permit holder is 60 months.
The permit is maintained by a valid Category 1, 3, or 4 Medical
An applicant shall have:
completed a minimum of 20 hours of ultra-light aeroplane pilot
ground school instruction on the following subjects:
(amended 2005/12/01; previous
(i) Air Law,
including laws, regulations, rules and orders, air traffic services,
practices and procedures, and licensing requirements relevant to the
Navigation, including navigation, radio aids and electronic theory,
Aeronautics – General, Knowledge including airframes, engines
and systems, theory of flight, flight instruments, flight operations
and human factors, including pilot decision making process, and
procedures, including stall recognition and recovery procedures, and
obtained a minimum of 60% on the written examination Pilot Permit -
Ultra-light Aeroplane (ULTRA).
(amended 2005/12/01; previous
Within the 24 months preceding the
date of application for the permit, an applicant shall have acquired
in ultra-light aeroplanes under the direction and supervision of the
holder of a flight instructor rating - ultra-light aeroplane or
aeroplane a minimum of 10 hours of total flight time, including:
a minimum of 5 hours dual instruction flight time and 2 hours solo
flight time, and
(b)a minimum of 30 takeoffs and
landings, including a minimum of 10 as sole occupant.
Within the 12 months preceding the
date of application for the permit, an applicant shall submit to the
Minister a letter from the holder of a Flight Instructor Rating -
Ultra-light Aeroplane, or the holder of a Flight Instructor Rating -
Aeroplane certifying that the applicant has demonstrated the ability
to perform both normal and emergency manoeuvres appropriate to the
ultra-light aeroplane used for the training program, and with a
degree of competency appropriate to that of the holder of a pilot
permit - ultra-light aeroplane.
(amended 1999/03/01; previous
applicant who holds a pilot permit or licence in any other category
of aircraft shall be deemed to have met the written examination
applicant who holds a pilot licence - aeroplane shall be deemed
to have met the knowledge requirements.
An applicant who
is the holder of, or has held a pilot licence - aeroplane
within the preceding 5 years shall have the experience requirements
reduced to a minimum of 5 hours of flight time in ultra-light
aeroplanes, including a minimum of 2 hours dual instruction flight
time and a minimum of 2 hours solo flight time. The flight time
shall include a minimum of 20 takeoffs, full circuits and landings,
including a minimum of 10 as sole occupant.
An applicant who
holds a pilot licence - aeroplane shall be deemed to have met
the skill requirements.
When the experience requirements have been met, in whole or in part,
on powered parachutes, the permit, when issued, shall be restricted
to powered parachutes.
The restriction shall be removed when the experience requirements
have been met on ultra-light aeroplanes, other than powered
For the issue of an Pilot Permit - Ultra-light Aeroplane
restricted to powered parachutes, the 10 hours total flight time
shall be reduced to 5 hours and the 5 hours dual instruction flight
time shall be deemed to have been met.
So 30 take offs and landing and 5 hrs of flight
Nov 7/07 This is the hosting I
use. The best deal on the planet...
Nov 7/07 The pleasures of winter
Been there done that although when he is reversing (second half
of the video) there is serious lack of skills...
Nov 6/07 Wrapping up for the
This picture is from Sep 23, 2007 We were all packed and about to
go for beer to Europlates.
From left to right: Bob, George, Andre, Silviu, Rob
Nov 6/07 Neat aircraft - but bit too
The Gen H-4 ultralight one-man helicopter costs $30 thousand and
requires about 40 to 60 hours of assembly.
Every year at the end of the season we sell equipment at
discounted prices. This is new or slightly used equipment in
perfect working order.
Another student successfully completes our PPG course. Congrats
Rob on completing the practical requirements to receive your Ultralight
Video from Rob's flight number 2 here:
Nov 3/07 Doron
finished his training on Friday.
Write up by Doron: Sometimes, the hardest step in flying is the
unbuckling. 2 Nov 2007, 2-5pm, wrapping up my PPG course at PPG
Ontario (www.poweredparaglidingontario.ca). My parents came to visit
with a video camera. Initially, the engine and the wind were
unstable, making it difficult to take off on the trike. As the
engine warmed up and the thermals calmed a bit, it got easier and I
was able to do about 10 flights one after the other to complete my
licensing requirements. Besides take-offs and landings, I practiced
very-low-level flying ("mowing the grass"), tight turns
and enjoying the stunning Niagara scenery. After about 3 hours, my
parents, who've had enough of watching, almost had to drag me out of
the trike kicking and screaming.
Congratulation upon completing you course. Good luck on written
exam with Transport Canada.
Oct 31/07 Finally
some time to post - uff that was busy month!
Doron's wife makes comments as Doron flies....
Oct 3/07 Rob training with Mark
on Sun Oct 1/07 - story by Mark
a successful day of training with Andre on Saturday, Rob and I
hooked up on Sunday for some more training. We were the field at
around 3:30 pm. It was a bit breezy with some gusts coming through
that indicated there may still be some thermic activity. Rob was
keen that I test out the air for him and I reluctantly agreed ;).
straightened out the wing, connected everything up and warmed the
engine. I did a quick reverse launch and was soon in the air. It was
bumpy, but nothing worse than you might expect for the late
afternoon. I climbed to altitude, switched off the engine and began
my descent. Just as I was approaching to land I had a major
asymmetric collapse. The entire left side of the wing collapsed. It
recovered very quickly, but in the process I had lost most of my
height and was now headed fast downwind over the bushes with little
altitude to play with and of course no time to restart the engine. I
had just enough height left to swing back into wind before landing,
but only just. I landed as I was turning skimming the tops of the
bushes and setting down the machine on the dirt road that leads to
the take off.
decided it was probably best to wait a while before sending Rob into
the air. He agreed!
practiced some ground handling and I showed Rob how to use the C
lines to control the wing in strong wind conditions before I went up
again to see if the conditions would be any more suitable. This time
it wasn't as thermic and by the time we had Rob clipped in and ready
to go it had smoothed out a lot. Rob then proceeded to execute a
perfect reverse launch, climbing to altitude for a nice 30 minute
flight around the airfield before landing halfway up the runway as
Rob had had a nice long flight and the battery was suitably charged
for multiple starts we concentrated on getting as many launches and
landings done as possible. Rob performed another perfect reverse
launch and flew for about 5 minutes before switching off the engine
at altitude and judging a landing without power. This is a useful
exercise as many pilots rely too heavily on the power to get them
where they want to land. Switching off the engine at altitude gives
you a much better understanding of your glide and allows you to be
better prepared to set down the paramotor where you want to in the
event of an engine failure.
the wind died off Rob switched to a forward inflation technique.
Again his launch was flawless and this time I told Rob that at ANY
time during the flight I would call 'engine out' to simulate a power
failure. He performed excellently and landed well. Flight number
four went just as well. This time I asked Rob to pick a spot on the
ground and try to land near to it without making any extreme
maneuvers near the ground. He did very well, but I advised him to
try turning his S turns into figures of 8, and to avoid 360's low to
was just about to go for flight number 5 when he had a loss of
engine power at high revs. He cut the engine and aborted take off, a
good decision. The machine seemed starved of fuel at high revs, so
we packed up for the day. Rob wanted to check it out thoroughly at
home before flying again. We packed up, cracked open a beer and reflected
on the afternoons flying. Rob is now close to completing his course
with just a bit more work needed on his landing approaches and some
exposure to different conditions before being signed off. Well done
As it is impossible to finish course in 1 weekend Rob scheduled
another training session for this Sat. Along with him came Doron who
I met at Peaks an hour earlier. He is interested to purchase paramotor
so we looked at Simon XC that I have in stock.
The weather at the field was perfect. Rob had his gear all ready
to go so I just asked him if I could borrow it so I can make sure
that level of turbulence is OK. No problem with thermals so Rob took off. Again
10 out of 10. He is natural! I then flew the Simon XC with Doron's
glider to make sure all works well and yes it did. Doron has
strapped the Simon XC on for couple of test inflations and since the frame on the Simon XC
is smaller then the new XC or RR he found this machine to be batter
balanced and more comfortable for his back. After Rob landed it was
Doron's turn to fly. Good inflation, great control and nearly perfect take
off. The flight was about 10 min but then on landing Doron decided
to follow his instincts rather then listening to me on radio. There
were some minor oscillations that little pressure on both brakes
would take care of but Doron decided to try to fix it and as most
beginners he was off timing and actually made the oscillations
bigger. With about 15 ft of the ground Doron started to pull brakes
even though I kept saying brakes up. About 10 ft of the ground Doron
pulled in C position - full on flare - and descended pretty
vertically nearing the stall point of his glider. Not the best
Next was to Rob to fly. He is very natural. Again no problem.
Perfect take off and perfect landing. Following Doron's flight was
also interesting. After inflation a minor correction was needed.
Doron over steered and swung the glider the other way. Then he
proceeded to jump in the seat too early and bottom of the frame only
cleared ground by inches. That was lucky. How many times we
have to tell students, run, run, run until you are 10 ft up? Good
flight, landing was good too. I will not write more about Rob as he
is perfect. There is nothing I can fix for him. He got comfortable
adjusting trims mid flight to counter act the torque and proceeded
to 2 mote foot launched flights. The last one being in absolute no
Doron went to flight 3 where our motor started to give us hard
time. It would run at idle for 30 sec or so then die. After we
primed it would start fine but again it would die. Clear fuel
delivery issue. I have replaced the priming bulb as machine came
with one that was very cheap. I took the carb cover and cleaned
deposit in the fuel strainer and finally to the carb cover on the
other side to look and clean the carb pump membrane. Although I did
not discover any major problem beyond some speck of debris this seem
to fix the problem. Doron the proceeded to last flight. It was
getting dark, grass was wet and I though there is no way Doron will
manage to foot launch. But he treated the take off as trike take
off. Glider came up, he corrected slightly, ran few steps at half throttle
and then went to full power. Of he went. Good take off in very challenging
conditions and also very good landing.
Successful day. Both students added hand full of flight to their log
books. The day was completed with some pirogies and beer across the road
Sep 30/07 Sep course -
Day 3 Monday
Mr. P and Rob only planned to train on weekend so at 2:30 I met
Silviu for couple of hours of ground handling one on one. The wind
was good and the use of hand towing technique allowed us to improve
to the point where Silviu was ready to try inflations with motor on
his back. George arrived at 4 pm but unfortunately the winds were
still quite high so he just watched as me and Silviu worked on his
foot launching technique. By 5:30 pm wind calmed down and I gave
Silviu the option to fly. He did not hesitate and said yes. Within 5
min he was set to go. Forward inflation, power, run, run, run. Do
not sit down till you fly! Off he went. Nice 25 min flight and very
good landing. After that condition were good for trike. George had
about six very good inflations and controlled taxi rolls. I also
gave him the option to fly. But it was getting bit dark as sun was
setting so he was bit hesitating. On the following inflation, that
was again perfect, I told George on the radio that it does not get
any better then this, If he wants to go, now is the time to do it. He
applied full power nicely and gradually, and took off...only to
about 4 ft off the ground though where he gradually decreased power
and landed. After I talked to him, he said he was not quite ready,
it was getting darker and also he did not see me ahead of him as he taxied
past me... So he decided to play it safe and land back again. Well I
guess it was a flight, even though it only lasted 3 sec and max
altitude was 4 ft only. The whole thing was nice and controlled so
Congrats Silviu on your first foot launch flight and George on
your first trike mini flight!
Sep 30/07 Sep course -
Day 2 Sunday
Sunday weather turned out to be on windy side. We have arrived at
the field at 1 pm and while all students were unpacking gliders and
hooking up I have mounted one of our units on trike. The plan was to
continue with ground handling and learn throttle control while
riding trike around. One at the time students would practice take
off rolls. We also went over the baby steps run with paramotor strapped
on. George at this point only interested in triking due to his bad
knees focused just on trike work. When wind settled a bit Mark, took
off for short flight to test the air and demonstrate students how
PPG should be done. After that Rob was ready to fly so we set him
up. I gave him the final prep talk and off he went. Perfect take
off, perfect flying and perfect landing. 10 out of 10 on everything!
Unfortunately we had to cut his flight short as small plane was
scheduled to take off shortly after he launched. After Rob landed we
all congratulated him on his first flight. The wind has calmed down
and George and Mark started to work on trike taxiing with glider
attached. George was really getting hang of it when battery in our
more powerful unit died as more starting then flying will eventually
drain it. I have rigged up external spare battery and George was able
to keep practicing. I have also mounted the other machine on our
second trike and Silviu and Mr. P were taking turn in taxiing with
glider attached as well. Their efforts were not quite good. The loss
of initial feel can make the transition from ground handling to
trike flying quite tricky. After all good training day though, Rob
managed to foot launch on day 2 and all other progressed to the
point where they will fly soon.
Sep 26/07 Sep course -
Day 1 write up by Mark
From: "mark andrews" <firstname.lastname@example.org> To:
"Zeman, Andre" <email@example.com> Subject:
Saturday's write up Date: Wednesday, September 26, 2007 2:12 PM
As usual, ground school started at 8am, but everyone arrived
punctually for a change. We got the paperwork out of the way and
delved straight into the basic theory. The weather forecast had not
looked promising for the afternoon and Andre's internet connection
was down so we had an extra long lunch break and made tentative
plans to meet at the Sodom Road field for around 4pm. From the
highway we could see a giant traction kite, which Andre told me
belonged to a continuing student, Ziggy. On arrival we found the
students parked well away from the end of the runway. The airfield
was being used today, apparently, so we might have to train
elsewhere. We jumped back in the car and drove the short distance up
the road to the Russell hangars, where we met Ed Russell himself. He
explained that there would be some activity today and that as long
as we were prepared to move out of the way at short notice we would
be able to continue using the field today. This was very generous of
him. We thanked him and returned to the students to relay the news.
The wind seemed to be dropping as we unpacked the equipment from
the trailers. The plan would be to spend some time learning how to
untangle gliders and connect harnesses before looking at reverse
launch set up and technique. After this we would hopefully get a
break in the wind to concentrate on forward launches. That was the
plan and the wind seemed to cooperate with us.
We had met Rob last year. He had bought a set of gear to practice
with and had been given some brief instruction from Andre. He had
taken the time to go away and practice his ground handling on his
own and it showed. Within a couple of hours Rob was demonstrating
some very good control. Mr P, George and Sylviu were also
progressing very well considering they had never even unpacked a
glider before today.
At times the wind was still quite gusty, so Andre took the
opportunity to familiarize the students with the use of the trike
and the control of the throttle. While I assisted with ground
handling the students took it in turn to trike up and down the field
varying the throttle speed.
Eventually the wind dropped right off and we were able to try
some forward launches with some success. By now it was getting dark
so we packed up and went to Dora's which under new ownership is now
called EuroPlates, not very catchy I know, but the place looks a
whole lot smarter and the beers are better! We even got a round of
drinks on the house.
4 students: George, Rob, Silviu and Mr. P who requested not to be
identified and also he does not want any pics on our site because of
his job. We figured he must be a secret agent....
Ground school in the morning. Then break till 4pm because of the
high winds. Then ground handling till beer time at 8 pm. Rob is
ready to fly. George and Silviu are ready to trike. Mr. P needs bit
more ground handling.
From left to right: George, Mr. P, Silviu, Rob.
Beer reward at the end of the day at what used to be Dora's
It is much classier joint now called Europlates. It is nice to
have a place to go for beer after flying again. Thanks Mirek.
Sep 19/07 Doron manages 8
flawless trike flights!
We finally had a break through with Doron's trike flying. After
30 min of ground handling and another 30 min of attempting reverse
foot take off in light wind we decided we will trike. First several
attempts were not successful as Doron was too aggressive on steering
often over correcting. After while I told Doron to follow my hand
tapping rather the trying to look up and use the heavy brake input.
That made the difference. Once Doron realized that glider needs far
less input the he was giving it he was able to taxi the whole length
of runway. Then I would fly the machine back and we would do it
again. This really improved his feel and after that he just started
to fly. He was taking off and landing just as well as I do, no
problems what so ever. In 1 hour and 30 min he managed 8 unassisted
trike flights all executed with perfect control. Very successful
session. Congratulation Doron on mastering the trike flying.
Sep 18/07 Technical update.
Note: I will no longer stock parts for the WJ 2000, 2001, 2002,
2003, 2004 models. These parts cost fair amount of money and it is
no longer feasible to stock them. If you own one of the older
models, I suggest to order some easy to brake parts and keep them in
stock your self. This way you will not be grounded while we hunt for
parts. These include: propellers, batteries, vibration mounts,
muffler springs, gaskets, fuel tank etc.
Sep 17/07 Finally some
The Peaks construction project is done. All I have to do now is
to paint lobby, change rooms, office and lay laminate floor.
I was able to sneak out for flight with Mark yesterday. It was
quite windy and bumpy but it was nice to be in the air.
Sep 10/07 Update
Just in case you wonder. I am are working on major improvements
to the climbing gym I own, which is taking a lot of my time. I did
couple of training sessions with various students though. We also
had a student who tried to take of with major glider oscillation resulted
from asymmetrical tuck during take off roll. This has resulted in tipping
trike on it's side, braking propeller a damaging cage.
NOTE: Keeping full power on and using self correcting can only
solve minor oscillation on take off. Not a major one. Trying to do
so can result in crash from higher altitudes. I like to see long
roll and slow increase in power rather then gunning the engine. It
should go like this:
Inflation 100 %
When glider up down to 50%
Roll and control glider at 50 % for good 50 to 100 ft
If no oscillation at all - gradual increase to 100 % of power
Aug 25/07 No flying this weekend
I have gigs with the portable wall both Sat and Sun.
Doron sitting too early captured on video!
...With some trike flights under his belt, Doron was now keen to
attempt a foot launch. Despite the constant reminders and video
footage to persuade students not to sit down to early, Doron managed
the technique perfectly, lifting his legs and landing on
the cage... I now have another example to share with students,
demonstrating what not to do. Thanks Doron. He then proceeded to do
it again! Luckily our sturdy Walkerjets are up to the beating so no
harm done and he had another try. Eventually he was in the air, but
he still has a tendency to lift those legs a little prematurely.
This is something that will need work on before he develops bad
habits. And if he does, we will have to make him a
of Doron sitting too early...commentary by Vladimir
What a flight!
I wasn't expecting a call, or even a chance to go flying, but
Andre turned up at my day job and asked if I wanted to join him for
a flight. Fortunately for me I had my flying boots, flight suit and
flight deck in the car, just in case! After walking Andre's new dog
we set off for the Staff field. The wind was clearly indicated by a
rather large bonfire at one end, which would later serve as a beacon
for our return leg. We took off within seconds of each other using
our engines to provide a little extra wind in the light conditions.
Climbing up over the escarpment we could see Lake Ontario and
Toronto faintly in the distance.
Flights like these are what powered paragliding are all about.
Don't just take my word for it watch the video!
Pilots: Mark flight, Andre take off and landing; Camera:
Andre: Editing Mark, Beer and dinner: Andre
More on Rimouski fly in - story by Mark Dean
We missed some of you guys but didn't notice because the Goulash
was soooo goood - Dan did up 60lbs. of french fries and deep fried
chicken that I tasted twice because of too much red wine and plum
brandy had me talking to the big white telephone. Who cooks better
than Ontario pilots? - NOBODY ON EARTH, thank you gentlemen. The
famous crumple zone saved Csaba, who walked up to our camper to show
us he is still OK (send him for x-rays and a second opinion please,
you may have to knock him out for the trip as he won't go
willingly). There were 177 pilots registered Saturday, and we drank
all the Maudite ourselves - so there... you know who you are. I had
the Coast Guard rescue Tim from an Island after his engine seized on
a cross country flight, but he was pre-rescued by tender young women
first, who catered to his needs with 4-wheeler transportation to the
rescue boat. My, what a nice weekend, all weekends should be 5 days
long. I am so looking forward to Mark's pictures and photo's as my
Archos crapped out again - I got NO VIDEO, piss me off. Nice take
off's Mark and Andre your sense of humor is fitting. You guys were
GREAT, now don't tell anybody about the French pilot briefings and
about the circuit direction stated and what was actually flown...at
the end of the day we noticed something missing in translation but
no matter, language is no barrier to love or PPG flight. Thanks for
the run on the Plasma Joe, I was scared of it before the morning
overhang, and being on a loaned motor with no reserve, I was
overcautious so took no speed bar and flew it like a baby would. I
can say I flew it but really didn't try it out if you know what I
mean. On the way home, my wife says "this is the longest time to wait for the next Rimouski run" this is the depressing
part - so long to wait for the next one... Cheers Bro's (and missing
Maudite drinkers), Marko ReflexMonkey