Reported for Low Level Flying 

Submission to violent THREATS of death and or Jail time is showing maturity. To act otherwise he would have ended up dead, in jail, or financially ruined. But to "praise" submission shows how indoctrinated you really are. Any single individual has NO choice but to submit to "Government". Think as a serf, live as a serf. Note: Be thankful that people like me exist. Otherwise you would be living in 8x8 cubicle outside an iPhone factory.

Samual Whittemore Was it hard to find a tinfoil hat that fit ya ? Your reply says a lot more about you than I ever could..... you keep fighting the fight for us sheep 🙄

@@samualwhittemore228 Excellent comment.~!!!

Yes, Helmet-hats off to the gentleman!

@@samualwhittemore228 Why don't you go attack a cop and see what happens. You'd be an interesting read in the obituaries.

I like his "protective hat" he should see if that student he had that joined the airforce could send him a sticker for it.

Glad to have you aboard! :-) PPG is an awesome sport. I hope to get into it myself someday.

Ha ha! It's a BMX bike helmet from Walmart that I bolted my headset components to.

Is that anything like "people in dacron covered airplanes shouldn't throw cigarette butts"?

Nope. I rarely fly high enough to justify the added weight.

Bought it at Walmart. It's a BMX bike helmet with the headset parts bolted to it.

Awesome! Nice to have a previous local watching. :-) I fly in and around the Woodstock area now but I've got a few older videos from when I flew up in the Edmundston and Grand Falls areas. Check them out if you get a chance.

Awesome! Thanks! :-)

I love everything about the Aerolite 103 with the exception of the yoke; I prefer a stick, but that's just simple personal preference. If I lived in the US and was limited to Part 103 flying, that's the plane I'd get.

Thanks man, I never figured a video with such a long monologue would do so well but here we are... lol

Whats the limit's in Canada on how low you can be? Does it change over non-populated area's vs populated? If I remember correctly if your over non-populated places (in the US) you can go basically as low as you want. Like over the ocean or open fields like he was.

@@whoisntwhoisit2126 You are correct, same in Canada.

Thank you! I have found that the combination of a good mic muff with leather pouch and a high quality intercom designed for open cockpits works best for UL flying. I use the Oregon MicMuff products on my BRG headset and a Flight Tech intercom. As for my helmet, it's simply a BMX bike helmet from WalMart to which I bolted the components of my headset. Cheap, yet effective. :-)

@@mmatt Thanks so much for your feedback. Yes, I've used the same Oregon MicMuff but even with that, the direct wind and screaming 582 makes communication difficult in the Quicksilver. Anyway I will definitely look into the BRG headset and Flight Tech Intercom combination. Hahaha, I've also used modified bike helmets in the past and they work pretty good. Have a great day and fly safe.

Excellent video and learning experience, great job!

Sweet! I've always liked the looks of the T-Birds, never had the chance to try one yet though. Here's a video I did detailing my strut tanks set-up: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-pmbuC99sZmk.html

I had a similar experience sometime between 1992-94. I was riding my bicycle to work daily, and wearing a safety helmet. I can't remember why, because California only required minors to wear them and I was an adult. I also had a resentful, resistant attitude towards the "Nanny state and its overreach on regulating behavior." Nonetheless, I hit a patch of spilled gasoline or other slick liquid, and "BAM!", I heard the sound of my head smashing the curb. My vision went blank for a few moments, and when I got to my destination, there was a huge dent in the plastic and styrofoam that protected my head. That dent would have been in my skull if I was not wearing a helmet. I became a helmet believer, and bought a replacement helmet that evening.

Ya, open cockpit planes don't tend to be very quiet. lol I typically fly between 500 and 1000 feet AGL unless I'm dropping down into a field to do some low level stuff. Then I'm usually around 50 feet or so depending on the location.

I don't know about the laws in your country but in Canada, anyone in public can be recorded without permission. Radio transmission are considered public here.

Wow! What a great comment! I thoroughly enjoyed reading the whole thing! Autogyros are super cool and I hope to actually get to fly in one someday. The Magni M-16 is something I'd love to tuck into the side of my hangar for when it's too windy for the Beaver. Actually, the single seater they used to make would have been the cats meow but it doesn't look like it's in production anymore. Regardless, I'm completely convinced that they are among the safest ways to fly and I wish you the best in your continued quest for flight!

mmatt - Yep. We get up in the air on days that the Cessna and Piper pilots are wandering around on the apron kicking the tyres and casting disappointed glares at the wind-sock. Considering my gyro has an empty weight of 265kg, she's very well behaved in strong winds. The only thing I can think of that might beat an autogyro in terms of safety in an engine-out situation is a paramotor but they're grounded when a mosquito farts ! I hope that you do get to take the controls of an autogyro and that you're taken up by someone who talks you through some of the "gyro-specific" manoeuvres such as the (near)-vertical descent, the "hover" (if you have a windy day), and the ability to stop dead and turn on the spot. ... and don't forget to look up at the rotors spinning above you... especially if you are in the rear seat. I don't know what it is but there is something really awesome about seeing them turning and keeping you in the air which just doesn't come across on video - It's not quite so obvious from the front seat except perhaps when looking sideways into a turn. I can understand that pressure to conform and the fear of being ridiculed by those whom you'd imagine to be more experienced. Remember, with experience often comes complacency. I am the Pilot in Command and if I decide that licking my tyres is going to improve my ability to remain safe in the air, then sod anyone who laughs at me. The ultimate responsibility for myself, my aircraft, my passengers, and those on the ground below me, is mine and mine alone. I'll do a comprehensive pre-flight (the "A - check" or Daily Inspection) before I fly and I will also do a thorough walk-around before I get in the aircraft and if my instructor then does a walk-around, I don't take that as a personal insult, it's an additional and more experienced pair of eyes and if he doesn't want to trust that a student has done a satisfactory walk around before he puts his life in my hands, I can appreciate that. I really enjoyed your video. The audio was a little rough at times, but it is what it is. You're recording in-flight with all of the associated noise and "less-than-studio-quality" pick-up which goes with it. I'm the same as you in my desire to see the take-off and landing. I also like to hear the radio-calls. I subscribed because I intend to watch some more of your flying videos. Thanks for the response.

I do the same thing with my wings as we fly along. It's so cool seeing the very thing keeping you aloft and trying to visualize the airflow that we know so much about happening invisibly right in front of me. :-) So tell me a bit more about the gyro's wind capabilities. I understand that they are quite capable in high winds, but how about thermals and mechanical turbulence? The airfield I fly from gets quite a bit of mixed air due to its geographical surroundings and we get some pretty good thermals too that often leaves us grounded. As for my audio, I work quite hard on it in post to clean it up as best I can but as you know, open cockpits simply aren't conducive to clean audio. ;-) Thanks for subscribing! I hope to have some more videos published soon!

mmatt - I don't really have a lot with which to compare it because the only other thing I've ever flown is a Cessna 172 for about 45 mins. From what other people have said, though, they are far less susceptible to winds. We still feel gusts and turbulence but we're not rolled about in quite the same way. We get a nudge here and there and we do tend to "weather-vain" in crosswinds (easy to correct in consistent winds but in gusts it can be a battle) but I figure that anything with a tail is going to behave in much the same way. We do feel thermals and sink, but again, not quite to the same extent as something with a large wing surface. We have very long but thin wings which are moving very quickly. If you have an airspeed of 70kts, your wings are cutting through the air at 70kts on a calm day and if you have a 30kt gust, that's a significant change in your airspeed as far as your wing is concerned. When we're travelling at 70kts, our wing-tips are travelling a lot faster (8.4m diameter rotor disc with the rotors turning at around 300-350rpm in regular flight - I'm not going to bother working it out), so a 30kt gust is far less significant. A good headwind actually helps a lot during takeoff and landing because the takeoff roll and flare involve pulling the rotor disc back and dragging it through the wind like a kite. This causes a lot of drag and spins up the rotor creating lift. Still days require longer takeoff rolls. The takeoff of an autogyro is something which does require particular attention. Fixed wing aircraft want to fly. Get the thing going fast enough down the runway and just try stopping the thing from taking off... Gyros will do anything but takeoff unless handled correctly - They'll roll over and play dead; They'll leap off the runway and pretend that they want to fly only to belly-flop back down again; or if you're really lucky, they'll just pretend to be a very sluggish motorbike. In a fixed-wing, you pull your stick back to rotate once you have enough airspeed and then you can climb. Once we have our rotors spinning, we pull our stick right back, start our takeoff roll which drags the rotor disc through the air like a kite causing it to spin up faster. Once the rotors are spinning fast enough, the nose will pop up off the ground so we try to pre-empt that by bringing the stick forward but allow the nose to come up just a little and then gradually bring the stick further forward to keep the nose from coming up too high... when she's ready, her rear wheels will unstick but don't be fooled, she's not ready to climb out yet Now, you lower the nose and build airspeed a few feet off the ground until you reach climbout speed (60-70mph) - Now you can pull back and enjoy the ride... A good headwind can help because it provides extra energy to get the rotors spun up thereby reducing the length of the takeoff roll. It is possible to hold the aircraft stationary with the rotors back and have them continue to spin up if the wind is strong enough. Stronger still and she'll do a vertical takeoff and you'll also be able to perform a nice soft vertical landing. Landing is a lot easier. It's much the same principle as a fixed wing - set up the approach (although it will be quite a lot steeper), round out to a level flight in ground-effect and then ease back the stick to flare and set her down. What catches out a lot of pilots is that this is not the end of the story - the rotors are still producing almost enough lift to fly and a gust of wind can tip you over - This is where "active rotor management" comes in and you put the stick forward and into wind and pause for a few seconds before beginning to taxi off the runway, keeping the stick into wind as you make turns. I very nearly had a roll-over on touchdown on my first day of solo and it really smashed my confidence for a while... but that's another page's worth of story... ;)

I fly an Autogyro Cavalon ,,,,,what a view and some of the best flying I have ever done in about 3 years I now have almost 800 hours on my Cavalon and have taken over 200 people for their first gyro ride. Wonderful machines. Fly safe and fly often.

I stay far away from power lines. I don't fly low through just any field, they are always examined closely from a safe distance before I go low.

@@mmatt And that is why I like living in the desert. Flying through washes is a lot of fun. And if you do happen to wipe out, you plow into nice, deep sand ;-)

Yep. My dad’s best friend died doing a low level, lost to a power line across a lake...

@@mmatt I know of three ultralight pilots who survived wire strikes and a couple of more who died..... All of them had known the wire was there but a lapse of attention got them.... Never ever fly around lower than 50 ft, anywhere, not worth the risk for such a cheap thrill.... I was flying a Beaver 550 when I hooked a wire in the landing gear and flipped over and impacted the ground vertical nose down..... Fortunately I had massively reinforced the pilot cage, replacing those flimsy front down tubes with 3mm wall structural tubing and steel underneath, so that all I got was a smashed ankle. Without that protection I would have been hamburger.... Now have 3000+ hrs of safe flying.

Beaver hands down. It just flies better in my opinion.

I run Contour+ action cams

I agree.... on both points. :-)

Awesome! That's a great idea! Most small airports have very friendly people, especially to those looking to learn how to fly. Good luck! :-)

Canada Topo Maps by Atlogis

Thanks! Come on up for a visit sometime and I'll take you flying. :-)

@@mmatt Oh, that would be a bad and costly idea for me. lol . Would be worth the 4hrs drive for sure!

@@robertgallant6422 You're welcome to come anytime. :-)

Fun story! Thanks for sharing. :-)

The strut tanks are the main tanks, the "main" seat tank is the auxiliary tank. Each tank is connected to a common fuel pump that feeds the engine. Each tank also has an on/off valve so I can control which one feeds in case one empties faster than the other. Here's a video detailing how it works if you're interested: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-pmbuC99sZmk.html

It burns around 5 US gallons per hour and has an 18 gallon capacity. Cruise speed is around 60 mph. That gives just a little over 3 hours of flying time which is about 180 miles without factoring in wind.

The Hawk would be better for training because its easier to take-off and land, but Chinook is easier to get in and out of. The Chinook probably edges out the Hawk for off airport play but they are both quite capable.

Not if he's in the process of taking off or landing. There is no minimum altitude for that.

mmatt some times he's really low over parking lot, then at times he's really high is similar position to landing?

We call that a yaw string. It helps us make sure the plane is flying directly into the relative wind as it's very possible to fly slightly sideways and not realize it making the plane slightly less efficient. Most pilots learn to coordinated simply by feel (which is where "flying by the seat of your pants" comes from) but since I use this plane as a trainer, I keep it there to help the students.

@@mmatt will that be similar to a slip indicator? Thanks for the great content!!

@@baasbom Yes, same idea except the yaw string goes opposite to what the ball does.