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Showing content with the highest reputation since 16/09/20 in all areas

  1. 4 points
    I don't envy you. It doesn't take much to get the heebie jeebies especially in the early days. You cant buy your way out of those I am assuming you would get the bulk of your money back if you chose that path. Or you could go for an expensive holiday and take each day as it comes... Choosing not to fly if you get the heebie jeebies... you are the pilot, the final decision on launch is on you! BUT I am reasonably sure that as soon as you see another student launch and come in for a scruffy landing, your mind will be all "Fcuk this, I have to get myself some of that!". Its a relatively risky sport, its difficult, smelly, noisy, expensive, the weather window is frustratingly narrow.... Hell, I'm not sure why I bother flying myself.... BUT every now and again, I escaped the earth into another world where few get to go and it all makes sense
  2. 3 points
    I got up early today to take advantage of the promising looking weather. Arrived at the field just before sun up; Once aloft i settled in for a long XC - i didn`t really know which direction i was heading for as the WX forecasts had the wind direction from all over the shop and changing hourly due to a pressure centre right over my flying area. Once flying i was able to get a handle on the conditions and decided for my `Circa Soton` route which takes me all around Southampton CTR. The wind was about 6mph and north easterly at this point. If the forecasts were correct i`d have a tailwind on my way back.. I`ve been flying for over seven years now and in that time i`ve never thought `Wow, i`m a bit warm, i wish it was a bit cooler up here`, but today was the closest i`ve ever got to actually agreeing with that thought - it was so warm and humid for September it was unbelievable. The air actually felt warm on my face.. Smooth too, hardly any bumps were felt at all. The low-lying misty stuff made for some interesting vistas below; I always feel especially smug on early flight when i see all the workers travelling to work, and it was a busy morning down there on the M3; I was making good progress so once around the top quarter of the route i espyed Portsmouth in the distance and made a detour over there. P`mouth harbour; You`re looking at 7 billion quids worth here; Once out of P`mouth harbour the Isle of Wight beckoned - well, i might as well, eh? It`s a 3-mile crossing at this point (yes - i have flotation); Over Cowes to Gurnard, then the second crossing back to the mainland - a shorter 2-mile jobbie for this one. Clarence House; Cowes; At Cashot there is a disused power station. It`s being demolished at the moment. I`ve flown over it many a time but i wanted to try and get a straight-down-the-chimney shot before it`s demolished (planned for next year i think). The chinmey is 600` tall and has been a VRP for many a pilot - it marks the edge of Soton CTR; I was up for just over 3 hours and did nearly 100 miles once i`d done a bit of local stuff when i got nearer home. It was one of those flights you remember.
  3. 2 points
    OK peeps....thank you. I have just spent all the wife's savings and bought the whole kit and caboodle. So now my crispy wing and brand new engine are just waiting for me to do what with, well im gonna kite n kite n kite and then some, wear the engine run it up lots get used to the feel and then find myself some help to take the next step....So a huge Thank You for all your advice I did listen but the chap in the red suit stood behind my left shoulder and I realised that I can still run faster than my wife! lol and when asked I will say well these nice folks on Paramotorclub.org said!lol can't wait, now for a go pro lol
  4. 2 points
    Fantastic. Flying 3 miles over the sea would scare me shitless
  5. 2 points
    thank you Hann for posting your video...adventures like this, are to me, the reason why ppg is the realization of the stuff of dreams...
  6. 2 points
    Once you're trained, come fly with us at fly-ins (when they resume) and other regular gatherings. We're all keen to share our experiences and help each other out. You'll solve a lot of issues and learn a lot of stuff by hanging out with experienced pilots.
  7. 1 point
    Or you could be wise and do what Alan says!
  8. 1 point
    Not sure what you are asking here... DONT rush, forget that you own a motor, you own a very large kite. I would hope you can be disciplined to enough to almost find ground-handling mundane in a mix of conditions before you re-mount your motor on your harness. Remove your harness from the motor..... lay out your wing carefully, you will find making a birds nest out of your lines very easy when its disconnected from your harness so be mindful. Your "A Lines" are the leading edge set of lines so make sure they are on top and all other lines have a straight run all the way to their wing attach points (it can be a handful at first but the logic will sink in) Attach the harness to the rider with the A lines facing forward. There are two launch options... Forward launch and Reverse launch, everyone seems to have a preference for one or the other but as we are aiming to ground-handle, life would be much less physically demanding using the reverse launch in a light wind (6mph ish // less than 10mph !) In a "forward" the wing is behind you and the wind in your face // in a "reverse" the wing is in front of you with the wind on your back. What you input to the wing is the same in either case. Reverse launch// Once your wing and harness are connected together correctly, turn the harness though 180 degrees before you buckle in (less likely to get dragged in a sudden gust) Clip in... Run you hand from the first carabiner down the back of a riser until it hits the break, pull the break off the magnet (this is to help prevent a pull-up with a break-line wrapped around your riser // happens too often and can be dangerous during a flight) Do the same with the other.... you are now in a relatively safe mode, in a gust you can easily run towards your glider and wind both breaks in to kill the wing. Don't let go of those breaks unless you are happy to lose that control. The risers will be crossed in front of you and it can be a bit confusing, you will be all fingers and thumbs trying to isolate your "A line" riser"... be carful, it is easy to lose a break and drop it through your lines which you will need to pluck out without wrapping it around any other lines. Lets say you had a 6mph wind on your back, as soon as you back up to take tension on your lines, the wing is likely to begin inflating... (called "building a wall"... use this to check there are no twists in your lines, its easy to spot one when the wing is inflated) if you jump back a little more suddenly, it will pop further up but it is unlikely to attempt to pull up over your head without a little encouragement from your "A-lines". This is where the fun starts.... Don't expect any grace or finesse, adding tension to your A-lines will have your wing attempt to launch in its ark until it is over your head. It might try to overshoot // it will collapse and shower you with slack lines (Needed a dab of breaks before it reached the top) It might be off to one side // it will continue to roll until it is upside down (you are not square with the wind or you pulled asymmetrically) It might not make it overhead // it will flop back down (you let go of the A-lines too early or didn't walk backwards hard enough) TIP: when you are allowing your wing to flop back down, release any break pressure, that will help prevent the leading edge from rolling forward making it harder to re-inflate. What you are aiming to do is get the wing overhead and keep it there using movement (walking towards the low wing tip) and break inputs. Its tricky at first but easily cracked with some time and effort. Forward launches are physically demanding, you are facing the wind and are usually employed when there is little to no wind so you have to RUN .... Expect to tire quickly. If your wing is capable of pulling you down wind (in any mode) behave yourself, pack up, its too strong!
  9. 1 point
    Fuel mixing isn't super critical, the best container to measure the oil is a baby's feeding bottle, as these have to be accurately marked by law. Putting 100ml into a 5 litre petrol container gives you a fuel mix of 2%. Regarding how to start with ground handling I would strongly recommend that you travel to meet a proficient pilot or instructor to get the basics face to face.
  10. 1 point
    Don't let us hold you back
  11. 1 point
    Owch! If they are anything like the original GY6 stator, I think I would be considering winding up one of the redundant coils as a second ignition coil. 5 hours would make me bloody nervous!
  12. 1 point
  13. 1 point
    But does your atom 80 have 27hp? Lol One big problem is that at lower loads the engines loose more efficiency(2 strokes are way worse in this aspect then 4 strokes). So a vittorazi engine while cruising is running at about 1/5 power and gets a calculated ~6% thermal efficiency. On the other hand your atom 80 is running at closer to 1/3 power cruising and thanks to this extra load gets roughly 8-9% thermal efficiency at said power. But at 90% throttle both engines are close to 10% efficient. The big idea is that 4 strokes don't loose efficiency at low loads as bad as 2 strokes so that you can have the power of a big engine with the cruising efficiency of a small engine.
  14. 1 point
    I flew this morning and it was my longest take-off run ever. Zero wind, grass droppings fell straight down. Grass was very wet, so wing got wet. But, the main issue was my motor was producing enough power when I tested it, but at full throttle, as I tried to take off it didn't have much umph. The climb was very, very slow. I take off in a 10 acre field, but it has a forest around 2 sides, power lines one side and housing the other. I cleared the trees by an uncomfortable amount ie for 20 seconds or so, not enough height to glide somewhere nicer. For some reason the pop-off spring has decided to lift early causing loads of fuel to get through. I used 3.75 litres in 30 mins.....I circled round to gain lots of height before deciding to land. I think I now know what a Top80 might be like with my weight! Anyway, while at height I spotted these alternative style crop circles....more of a star sign I think.
  15. 1 point
    You could lie on your back and go straight up. Why use a wing?
  16. 1 point
    the osmo pocket is pretty bad for vibrations - see folk trying to use it for motorcycling. It not really much good as an action camera/gimbal because of that tbh. I've got osmo pocket, osmo mobile, probably 10+ gimbals, etc ...last I counted summit like 15 cameras that shoot in 4k... whether quantity makes me an expert is debatable - someone who's profession is photpgraphy/video like @Steve would probably be a better font of knowledge, but I'm a knowledgeable amateur at least. if yer talking photos - all you need is a standard pocket camera - set it to sport mode so it uses a fast shutter speed. Don't zoom in - that will be a disaster. for video - I use a custom gimbal with a gopro 8. gives me super smooth video. If you can't be arse with that ----and frankly i wouldn't advice anyone else to try - it's taken me years to perfect it. The only other person I know that flies with one and gets good results is Gordon Robertson --- you are fine with 1080p as an end result - get an insta360 - it works a treat - no gimbal required. have a look at my videos on my youtube channel for examples. https://www.youtube.com/theflyingscotsmantv
  17. 1 point
    You need to come and fly in the south of Spain. 44 C on the ground at times and can still be 30 C at 5000 feet. Quite often in the morning it is chilly (well 15/16 C) on the ground but 25 to 30 C at 2000 feet. Having taken off with warm gear on I have often thought "I wish I was a bit cooler up here"!!!!!
  18. 1 point
    Hi Mark I have been oscillating all day! Yes, I think that you are right. I have been checking prospective policies and I am not sure that I would have gained so much from having an actual policy. The only thing that I really seem to be missing out on is the repatriation and the £10K for a missing limb.. Thanks very much for your input.
  19. 1 point
    Yikes, now that is one thirsty motor. Not seen a burn rate that high before. I would definitely be looking at alternatives. That I think is a given. Edit - the too pricey bit, not you being a skinflint
  20. 1 point
    I should've clarified I have the pocket osmo, and that is small enough to not seem to be affected but given its sensor and lens are pretty similar to phone specs, there is arguably little to be gained for stills, although it's a lot easier to hold. Videos are noticeably better though.
  21. 1 point
    I know exactly what you mean, if the mix is lean the engine exhaust note sounds `faint` and the pulses regular, the idle speed will be smooth but on the high side, if the mix is rich it`ll be a `fuller` exhaust note and the `pops` will be random (4 stroking). The engine may shake more,too. When i first got my Moster the factory settings were so rich and the engine shake so much it used to give me double vision with the motor on my back at idle. Another tuning trick is to snap the throttle open from idle - if it bogs it`ll be lean, and this can happen if both the low or high screw is set too weak. I like to adjust my low screw so that the `bogging` from a lean setting *just* disappears when the engine is warmed up - just about as lean as i can go safely. This gives a smooth idling engine and improved fuel consumption. It`s also important on the Moster to set idle speed to 2200+ - your exhaust will appreciate a smooth and high`ish idle..
  22. 1 point
    A good explanation in this video by Mitch might help you. He explains it well.
  23. 1 point
    I tune my 2 stroke engines almost entirely off of sound so it's sort of hard to explain. Basically if your engine sounds smooth without very many exhaust poping sounds, then you are lean and the needle needs to turn counter clockwise. If there is a ton of poping sounds, then you are likely rich and you need to turn the needle clockwise. This way can be difficult for people learning to tune. For your specific engine it sounds like the idle is slightly lean so I would try going like 1/8 turn CCW at a time until you get the best throttle response. If it gets worse reset the needle to where it was and try going the other way
  24. 1 point
    Warm vs smooth.... I prefer the one I haven't got -12C is the coldest iv seen at base... Didn't last long in that!
  25. 1 point
    ...and very cold! I rarely go above 1000 feet, usually 500' (or 2' where I can) as I like to stay warm.
  26. 1 point
    Haha, in standard mode, I'm right with you, active days are taxing and not much fun at all but my longest flights (when I'm in the mood for a mission) tend to be largely done above cloud base where the air is often like glass
  27. 1 point
    Yep, I use RASP too, though mainly to see what time I should think about landing by
  28. 1 point
    Congratulations on the kit. Fresh Breeze is a well respected make, I had an earlier one as my first motor. A memorable phrase as said by an instructor 'when kiting don't f*ck with the wing, make love to it'. What he meant was use smooth inputs on the controls, hope you get the feel for it quickly.
  29. 1 point
    You have cracked the hardest part... You pulled the trigger and splashed the cash! Its just a matter of time now. The winds are looking like they might be light up there Fri Sat Sun... If the weatherman isn't lying, you might be holding that glider over your head for short runs by Sunday
  30. 1 point
    Just spent 1 and 3/4 hours doing carb repair/rebuild. Never done this before. I read the previous thread on here about pop-off pressures and lever height (I already had a pop-off pressure tool bought after reading previous thread!), although I did not now how to use it. I am a technical guy, so maybe bear that in mind. However, I thought this whole thing was really quite easy to do. I measured the pop-off pressure before rebuild and it was 12 psi...however, once 'popped' it would then not re-seat and would not hold any pressure ie it kept letting more fuel through, causing my flooding issues. Because the pop-off seemed ok in terms of the pressure setting I decided to use the existing spring (I haven't got a new one, although I do have 3 spare carbs!). I changed all the gaskets, the metering lever and shaft. On fitting the new lever I checked the lever height using the Walbro gauge (bought after reading a previous thread on here!) and it was perfect without any adjustment. Re-built everything, set jets, both at one turn out, and fired it up. It ran great straight off. Only adjustment needed was idle as it was way too high, having previously had trouble keeping it idling (because of too much fuel). Here is my work bench after the re-build. All the gaskets and bits are the old ones. Just for interest I measured the pop-off pressure on the spare carbs. These were new carbs that Parajet kept sending me when my new machine would not run correctly. One carb popped at 28 psi one at 10 psi and the other at 14 psi, but it would not re-seat (like my current issue). So the first one was flooding and one was so lean it would have destroyed the engine and the other was also flooding. So, my advice to anyone with engine issues..... After you have ensured fuel is getting to the carb (no blocked filters, air ingress etc), then measure the pop-off pressure. It tells you so much.
  31. 1 point
    I reckon it's fair to say if you are the sort of guy that has no power tools, gets their dad/father in law/paid handyman in to fit a shelf, doesn't fix their own lawnmower, struggles to change a wheel, then paramotoring is probably not for you. None of it's rocket science of course, but if you are not the sort of person that kinda just bodges through, learns new skills, etc - expects it to be like owning a Lexus - yer probably gonna be disappointed - these are high output engines made by little companies. stuff goes wrong, needs adjusting, etc. So if yer the much in sort of guys, there's plenty of forums (like this one) that will help you get up to speed and fix any issues you come across - don't sweat it. stu
  32. 1 point
    Barra and its two mile long cockleshell beach is undeniably one of the most scenic flying areas anywhere and its on my bucket list for sure , but just Barra - Barra lol.....the island is linked by a causeway to Vatersay and it would make stunning footage , a low flight along it and I can virtually see Barra today and they say if you can't see it from Skye, there is bad weather and if you can see it.....there's bad weather coming lol
  33. 1 point
    Where I am in Spain it is only 8 miles to Morocco. I still haven't tried it!
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