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  1. Today
  2. 25mph trimmed in // Efficient and safe 35mph trimmed out // more fuel burn, more dynamic recovery 40mph trimms + bar // poring fuel away, hard to hold for long periods The Qubik seems like a reasonably quick wing. I am going to assume you only have "efficiency" to gain in the most part on a hotter wing unless you are cool with spending hours on full bar (very uncommon) I imagine the Kougar 3 will be more efficient trimmed out than your Qubik and you get +7mph Boring XC's for me are anything above 500ft but low and slow has its own set of problems
  3. Last week
  4. I currently fly a Qubik 21, very high - possibly over the weight range depending. Comfortable flying, launching and landing in all conditions from complete nil to stronger, smooth to rougher. I've come to realise I find XC boring and spend most of my flying throwing it around (with purpose and technique), foot dragging, wing overs, etc. Shorter "fun" flights over longer trips. I'm comfortable with all of the above manoeuvres but as always never stop learning and always working to improve. I'm looking at what wing to get next. Looking for something fast (being overloaded on the 21 is fun and certainly not a challenge) with less roll stability (I want something that will roll and dive more easily). I'm early in the process so looking for suggestions of wings to start looking into... not loyal to any particular brand. What ideas/suggestions do you all have?
  5. Hi, looking for a new/used miniwing/speedwing to practisce kiting. Thanks
  6. Might get the parts next week. they ordered a crankshaft last week they had just changed one on another machine. started to clean up the frame and redo the fuel lines. checked the carb and it looks like it was overhauled recently. I will reset the carb to factory settings because it was obviously not running right.
  7. Can Manay

  8. Welcome to the skies Steve, an old timer here. Sounds like you have a had a really great introduction to the joys of paramotoring, keep up the blog as it's always interesting to read of others experiences. Sorry to hear of your fathers rapid demise but take it in good heart that something good has followed.
  9. With my XC flight done (with a real emergency landing, no less) that marks the end of my basic training. The current situation, is that I have ordered some new gear and I am waiting for delivery. Once I have my own gear, ill be going back to Paul for some more training flights with my new equipment to get used to it. Might be a few weeks but ill keep this thread updated as I go. I will be flying on an Apco Lift EZ-R when it arrives. As for the motor, I did some research and looking around. And eventually I settled on a Minari F1. engine only, which I will fit to a frame Paul is supplying, with his help) (Largely because when I contacted Minari Italy directly, they happily offered to supplied me with a brand new engine at an amazing price compared to what the other manufacturers were offering. It would seem they are looking to raise their profile in the UK... so were willing to significantly discount there prices if I bought from them... so if your in the market for a new engine... then seriously get in touch with Minari Italy... they're willing to sell brand new Minari F1 engines for very reasonable process to people in the UK at the moment) Ill be back in this thread once I have further training to talk about.
  10. Day 6 Today was going to be good. A 1 hour cross country flight, accompanied by Paul. we were going to take off, and fly a triangle route cross country for about an hour in total. 20 mins each leg. Success here would mark the end of my "basic" training. Not going to lie, it went brilliantly! I took off and circled while Paul got airborne. Then we climbed up to about 1300ft and headed out. The comms system failed about 10 mins in. But, I was comfortable and a thumbs up between us saw us continue. It was brill... everything I imagined flying to be, cruising above the fields, taking in the view (From Pauls training location you can see the Humber bridge on the horizon, and Drax PowerStation in the other direction. It was amazing. Right up until the point at about 50 mins in, on the last leg back, 10 mins from the field... My engine died. I panicked, for a full 15 seconds or so. I tried to re-start it... no joy... so i panicked some more. Then.. I remembered I had Literally trained for this exact scenario on the flight previous. So I had a word with myself, got my shit together... and started looking for somewhere to put it down safely. I ended up landing in a farmers field... it wasn't the best of landings as I think I misjudged the wind direction a bit, so it was quite fast so I think I flared too late, and I didn't quite keep my feet under me. Ended with a stumble and a fall but no damage done to me or equipment so worked out ok. (Note to self... I need to work on that... looking for natural queues for wind direction when there is no windsock to rely on) Paul overflew at a low altitude to shout down to see if I was ok. i gave him the thumbs up, and he headed back to get his van while I packed up the gear and hiked to the nearest road. All in all... it was fun to be honest. And a true learning experience! https://www.youtube.com/watch?v=4lp8gf-4upM&ab_channel=AutisticAirAdventures
  11. Day 5 Today was going to be another training flight. The mission this time? I will quote Paul... "Take off, do a circuit as you gain altitude. get to about 1000ft, then bugger of for 20 mins into the sunset, ill see you when you get back, ill be on comms if you need me" Essentially, Paul wanted me to leave the training nest a little bit. He wanted me to get some altitude them just fly off for a while to get used to being up there. I another failed launch attempt before i managed it on the 2nd go. (I stopped running too soon... idiot) What followed was one of the most amazing and emotional experiences I've had in a while. A 20 minute flight, watching the sunset, from 1000ft. My father died last year, of an aggressive bowel cancer. he went from being a healthy 60 year old walking 12 miles a day, to dead in about 12 weeks. I'm still not come to terms with it really, but It is largely due to the inheritance that I am able to finally peruse my dream of flying. In that moment, 1000ft up, looking at the setting sun... I knew he would be proud. I returned to the field with the sun setting behind me, and a tear in my eye. And that's when Paul told me i was going to perform a practice for an engine off landing. He talked me over the field, at about 1000ft, and then talked me through the theory, before telling me to kill the engine. He then talked me through al the stages of picking a spot, checking wind direction, and loosing altitude to line up for an "emergency" landing from altitude without power. "Text-book" again.. go me! https://www.youtube.com/watch?v=HWIFk8JjuOw&ab_channel=AutisticAirAdventures
  12. Day 4 Paul was back, I was ready... lets do this! Today was the day. Myself and another student were going to fly. Or at least that was the theory. We got set up, got on comms, and Paul walked me through the theory once more from start to finish. A deep breath, and a committed run into a forward launch... and then... a haze... I remember Paul providing instruction and I remember vaguely trying to follow it... but then he gave me the kill kill kill instruction, and I realised the wing wasn't coming up properly and he was aborting. He told me I had let go of the A's too soon. Well bugger... what a plonker. Sweating like a nun in a brothel... we set up again... This time, I brought the wing up properly, and to the shouts of Paul over comms "POWER POWER POWER, KEEP RUNNING") this was the result... https://www.youtube.com/watch?v=RQU7Id2hxp0&ab_channel=AutisticAirAdventures I was flying! (Not the most graceful of take-offs but heck, ill take it!) I spent about 10 mins in the air. Doing circuits around the field at about 600ft, following Pauls instructions, getting used to what control inputs did, and what it felt like to do various gentle manoeuvres. And then it was time to line up for a landing. Paul once again talked me through the theory as I flew the pattern at altitude, then he told me to do it for real and walked me through each step of setting up for the landing. Resulting in... https://www.youtube.com/watch?v=fe8-_FKpetM&ab_channel=AutisticAirAdventures "Text-book" apparently. Not bad for my first go. All in all i left that day with the greatest sense of accomplishment I think I have had in a very long time.
  13. Day 3 Another shorter session. Paul got the wing and harness out and told me to set up myself, perform the proper check, then begin kiting the wing while he got something set up. A while into the session, the wind started to pick up a bit... and got quite strong. So Paul taught me the theory behind the Cobra Launch, and demoed it a few times. Within an hour I was holding the wing steady at the side in the cobra position. After this, whilst we had a cuppa, he informed me that he was more than happy with my ground work, and tat it was time for the next phase. Out came the Paramotor. Followed by the theory and the parts, and a demonstration. Then it was time to strap in, and stand up with a paramotor on my back for the first time. We spent some time getting used tot he feeling of the motor, of it running at idle, of applying power, generally just getting a feel for what it's like to have an engine with a prop strapped to you and what happens with you add power, reduce power etc etc. Was fun! finally.. it was time to ground handle... but with full kit on. Not going to lie. There is a wold of difference ground handling with / without all the gear on... it was tough. But, after a while I was successfully doing the thing... just getting tired much faster. A few practice runs at a forward launch (without engine power... just going through he motions) and we left session 3 with the intention to MAYBE try the first training flight next session. Paul was going away for a while after this session, so he loaned me a wing and a harness, for me to practice ground handling whilst he was away. Which I dutifully did... about 12 hours worth over the course of a week I reckon.
  14. Day 2 Day 2 was a half day session. And Paul told me it would be more of the same. He had offered me a book during my first session ("The complete paramotors pilots book of knowledge" by Darell Smith) but, I gleefully told him I had already purchased it and read it cover to cover. Twice. (This please Paul greatly, as he realised I was dead serious about learning this stuff) Day two was, indeed, more of the same. alternating Theory over a brew, with practicing Ground Handling. I was told, this would be the regime until he was satisfied that i had a firm grasp of the wing on the ground. By the end of the session, I was Forward and reverse launching, turning, and kiting the wing successfully, with minimal input from Paul. I left feeling confident and pleased with myself, after Paul complimented me on how quickly I was picking it up. what I didn't tell him, is that i was living and breathing Paramotoring. when I wasn't working, or training with him, i was devouring paramotoring content on forums and YouTube. Ground handling tutorials, theory talks, equipment tutorials, the lot. when I do something, I go all in!
  15. Day 1 My instructor (Paul Haxby... AXB... great guy... highly recommend Paul and his training!) informed me that the first session would be a tough one. A full day mix of theory and practical experience of ground handling a wing. He told me to bring enough food and drink for a full day, some sturdy boots and be prepared to knackered by the end of the day. He was not wrong about that! We started with the basics... A talk through the wing and all it's components. Leading edge, Cells, Lines, Risers... etc etc. A full tour of a glider and all its bits and bobs, and how it all works in order to keep you in the air. We briefly touched on the theory of flight, but when I started answering questions about flight and flight theory before he had even asked them, he knew I was fairly well informed about flight so we didn't dwell on the simple stuff. And instead focussed on the nuances of controlling a paramotor glider specifically. Then followed a short demonstration of the reverse launch technique, with a detailed explanation of the how's and more importantly the WHY's of the various control inputs (This is something I explained to Paul at the outset. My Autism wont allow me to simply follow instructions blindly... it isn't enough for me to understand WHAT I should do in a given situation, I also have to understand WHY I am doing it...this is both a blessing and a curse depending on the situation. Thankfully, Paul is a great teacher, and explaining WHY I am doing something seems to be a none-issue for him) After a while, it was time to strap into the harness myself, clip the training wing in and, after being taught the 6-point check (Leg, Leg, Chest, Carabiner, Carabiner, Helmet) try to kite for the first time. It went about as well as expected. Wing came up, I pulled the wrong brake... wing flipped and went down. This continued for a while, but eventually I started to get the hang of it, and before long, I was successfully reverse kiting. The wind started to die down a bit, so, we switched to forward launch technique. And, after a while, I was dong moderately well. But, I am not a fit guy, i am an unfit 40somthing year old, and Paul could tell .So, we went for a cuppa and a sit down to go through some more theory. The pattern continued throughout the day. Cuppa and sit-down for theory, followed by practicing with the wing, both forward and reverse launching / kiting depending o the wind. All in all a successful first full day training. I came away with a good foundation of theory, and a beginner level of kiting.
  16. Hi. I'm Steve, I'm autistic, and I am learning to fly! I have always wanted to fly since i was a boy, I have a keen interest in aviation and even won a scholarship with the RAF when i was younger. They were going to pay for me to go to university, and in return i would sign up for minimum 10 years to fly tornados... sounded like a good deal to me. Unfortunately, genetics got in the way and I failed the eye tests, and so my dream of flying was never realised... until now! Figured I would document my training so far. It might help me solidify ideas, and, it might help someone else learn from my mistakes... so here we go.
  17. Not only was it extended but it was also expanded to include CP pilots.
  18. Ouch, stuck under Bradford CTR. I'm a bit too far west for you. It can be tough to hack it on your own at first, I did two years before people started turning up, now I rarely get the field to myself There are small undocumented clans of flyers dotted around here and there but finding them would be a bit tricky. I stumbled across one yesterday north of Colne... If I can dig our any info on them ill let you know. Flying with others can make life a LOT easier while you are cutting your teeth!
  19. It's taken a little while to get this pic for one reason or another but recently Colin and I were given the pleasure of handing over all of your donations to the MD for the Felix Fund Charity that many of you donated to at the September fly-in As I hope most of you can remember, our last event at Eckington (which I personally felt was the best one yet ! ) was not only an excuse to get together, do some flying, and drink and eat too much. We managed to balance that out in the Ying Yang sense by raising a massive £1700 for the Felix Fund! Almost everyday bomb disposal and search personnel deal with highly pressured situations. This continued exposure to intense stress can have lasting effects, both physical and mental. Felix Fund aims to assist with the well-being of individuals within the Explosive Ordnance Disposal (EOD) and Search Community across all British military. This (short year) with only two events, the Paramotor Club has raised £2360 for charity!! A Special thanks to all the VIP members that attended those events and the event set up crew, and the people from Eckington that came to the fireworks display and donated!!. You are all awesome and have the right to take some pride away with you I look forward to more event's and more fundraising for charities with an amazing group of people! SW
  20. I can vouch for this as being exactly as it says on the tin. It's the MY20 version with the newer gearbox. SW
  21. I have family up in the Durham area, might be an option at some point if I come for a visit
  22. There are 4 of us near Middlesbrough in the North East, but don't often fly together.
  23. Hi all. New pilot in W Yorks, finished basic training and waiting on some new gear arriving, Just trying to get a feel for activity in this neck of the woods.
  24. Atom 80 as new with only six hours use. I bought the wrong machine and needed the 180cc version due to eating too much rubbish. £4,800 Steve Clarkson Gloucestershire
  25. Hi folks. New pilot in west Yorkshire. Just completed basic training and waiting on some gear arriving from various suppliers. In the meantime I figured I would try getting familiar with the community. Anyone in the Yorkshire area? Flying sites seem thin on the ground in this neck of the woods
  26. Steve Loy

  27. Just about to start paramotor training (but have flown other stuff before, in the map and compass era). Looking at low-cost or free navigation apps for android. As well as the popular PPGPS, I came across 'Enroute Flight Navigator'. It's free and open-source, provides the basics only, but does give some useful features for cross country:- The off-line moving map is uncluttered - just enough features to be useful The scale is shown in nm / km Restricted airspace is shown and maintained up to date from the usual public databases The wind speed and direction, cruising speed and fuel burn/hr can be set The estimated total distance, time taken and fuel consumption is calculated for a route Current TAFs and METARs are available on-line with a decode into english Tapping on an airfield displays distance from position, radio frequencies, runways and elevation - might be useful occasionally The uncertainty of vertical and horizontal position can be displayed - answering the question how good is my gps based altimeter today? Minor criticisms - The app doesn't do flight logs, doesn't use online maps, doesn't estimate in-flight wind speed for you, doesn't show vertical speed on the main screen - but does elsewhere.
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