custom-vince

Nitro in my Honda Civic was an easy fit. Paramotor transport by Surfer Vince, on Flickr Paramotor transport by Surfer Vince, on Flickr

Fiat Doblo, wheel chair vehicle. It has a lowered floor, and a ramp. Can fit a motorbike in it also. Little more headroom than a VW transporter !!! Paramotor transport by Surfer Vince, on Flickr Paramotor transport by Surfer Vince, on Flickr

Motor Home garage, very impressed with it. Paramotor transport by Surfer Vince, on Flickr

MX5 mk2 not really.. maybe? Paramotor transport by Surfer Vince, on Flickr Paramotor transport by Surfer Vince, on Flickr It did fit on passenger seat with the roof down.

Cant remember what car. its a nitro does that help. Could be Volvo XC90 ? Paramotor transport by Surfer Vince, on Flickr

Audi A3 sportback and Air Conception Ultimate 130 Paramotor transport by Surfer Vince, on Flickr

I thought I would start a thread with some pictures of my nitro in and on various cars, I hope this will grow and everyone will share pictures of their paramotors either compacted into a car, or complete in a van or on a car with our various methods of transport. Hopefully we can learn which van is best, which paramotors fit in which cars. To start off heres a few pics. This one always makes me chuckle first. My Smart Cabrio is an excellent van Paramotor transport by Surfer Vince, on Flickr Paramotor transport by Surfer Vince, on Flickr Paramotor transport by Surfer Vince, on Flickr

no point in repeating myself. Have a look at this previous post linked below.

for someone like D... to have a student die in training, not flying a paramotor still just training on a beach, ground handling upwind of rocks where the poor guy died of blunt force trauma to the head. You would think D... would be very strict on helmets when teaching. You think his super skills would not allow ground handling upwind of obstacles. He will argue that someone else was instructing under his guidance. I would argue if you have had any bad experience like this, you would be handing out helmets to everyone. There is lots of information on google, I will not link here or name the unfortunate student. simply Google for it. Accidents can happen, but then we change and adapt as to not repeat. We learn from it. That shows super skills, what I see is super stupid. I have flown without a helmet at times, I understand the risks a student does not. Majority of the time I fly with a helmet. It is somewhere to mount my gopro and my headphones are attached to the helmet.

I think its your throttle cable I can see. Please you need to shorten it by a fair amount. No need for it to be longer than your arm. Also learning to hold it over your arm is a good practice to keep.

I get asked about how compact the AC nitro can be. This pic is that standard fold down. Supplied cage bag and weight shift arms attached this is with quick release arms and put in a bag. Choice of Sol padded bag or cheap ebay hold-all.

I can currently still get Paramania wings. For me Ozone have really upped their game lately and feel they are leading the way in performance and range. This is my main reason for offering Ozone. There is something in the range for everyone, when at first the range looks confusing with lots of overlap. Understanding sizing to weight and performance I have been really impressed. Their early reflex and early shark nose, kept me away for a time, with confusing contradicting information. Not now they have really improved these aspects and for me are top of the game. GTR GTX and Revo3 are still excellent wings with very high passive safety, the Ozones are more efficient, it comes down to what a pilot is looking for. With the light weight Air Conception we have converted some free flying pilots who like to motor and thermal which suits ozone better. I guess its a combination of things.

It sounds like release to dealers only in september.

77kg, you would be ok on the nitro with a sensible size wing (smaller not larger) anything with a clutch has point at which it bites in, if you were trying to fly 30m paraglider at 77kg your level flight would be at biting point, you need to be flying with rpm slightly higher for smooth level flight, probably a 24m wing or less. Nitro Clutch Electric Start, doesn't get any easier than that. 20.8kg all up ready to fly with prop, battery, harness etc, just add fuel and reserve chute. As already stated depends on the flying you do, launch altitude etc. If you are flying paragliders and thermalling, you do not need much power and top80 is good. If you want to fly smaller wing and get somewhere then nitro is a good choice.

I think this for me is part of flying smaller wings. Larger wings of my old days, launch, trims out and fly. Smaller wings have speed at slower trims, I fly and play more in slower trims and generally only let them out to go from A to B. One thing it did do. Just as much as going from paraglider to reflex opened up my flying area, so has going smaller. Initially flying at a standstill at 2000ft and maybe getting to the next village and back, reflex opened me up to a triangle or the next town and back. Smaller wing has given me larger scope to fly further in a given time. For me its time more than economy. If I fly 2 hours before dark, it just happens that way due to work commitments. In that time I get further and see more. Wind gradient is less of an issue. It has widened my weather window.

more power helps for sure. Motor weight made a difference to me more so with tandem. I find tandem I stand for longer while sorting passenger also if there is any mishap on the launch its easier managed and I feel it is safer with less weight. More power good but can also be bad, feed the power on slowly as the launch progresses. Most of all I choose good conditions or conditions the suit the kit. With less power you are going to run longer, this is not ideal, so I would suggest launching in a light wind to shorten the run, add a slight down hill element it will get easier. Allow plenty of land out room incase climb out lets you down. 42m wings react at almost half the speed of a 26m wing, bigger slower turns but also need to flare twice as early and twice as much. This is not every wing and just a guide to be aware of. When you flare any wing, you swoop under and out in front. On a tandem the lines are much longer, the distance from pilot to cloth is great and that swoop is bigger and takes longer. Get hooked up with an already competent tandem pilot. I also have thoughts that a syndicate could be good way of buying tandem gear as it doesn't get used that much privately compared to solo flying plus the cost is higher due to the size of the wing.

its a good point, I haven't experienced many other of the smaller wings. It did surprise me though and I went in cautiously at first. Not so many years ago I was flying 29m fusion. I then dropped to 24 GTR, I didn't feel I would have the power or clean launch area to go smaller, it felt enough of a drop at that time. after 6 months, I should have bought the 22. Anyway to solve that I moved onto GTX22. That was faster to launch, this is the first time I noticed till wind launches were faster. Any amount of wind and smaller is simply easier. During my GTX22 time, I got a 23m Magnetic Prototype wing. Fast efficient with very little reflex, this changed my view of reflex slightly and I also started flying my GTX more in slower trims. The magnetic would launch me easier on nill wind days, the wing felt maybe more technical to launch the the GTX which was fast but really simple. Fuel burn. on my 130cc motor I went from 4.5lph GTX to 2.5lph magnetic, flying at the same speed. I learned reflex = drag and inefficiency. Reflex also equals safety questionable in science but in reality reflex felt bullet proof. Having never had a collapse on either wings due to flying in calm conditions. I started to fly the magnetic more and more due to the economy and easy launch. Sold GTX as it was not far from the magnetic in size and style. Moving from 130cc AirConception to Nitro, I had some power to spare. Next I bought a GTS 19 as a fun wing. Found this very hard to launch at my weight in will wind. Its super easy to ground handle, it was just the run and amount of lift I lacked with the power I had available. Some days it was easy, other days I run and run. Up until that I hadn't failed a launch in years. I failed 2 and I was running fast at the time, so went back to my 23m for bill wind days and GTS on days over 5-10 mph. Zoom to Malaysia where I took my current wing of choice the magnetic23. I met my ozone freeride 19 out there as it was just released. The first launch sites were not perfect so I kept with what I know and flew the mag23. a couple of days in, we got to a big grass field which looked perfect for the first test flights of the Freeride19, I was expecting a good run and a lot of power. I was SO WRONG, this thing popped up and lifted me faster than the 23m I had been flying, which was already more lofty than the 22m I had before. This Freeride 19m is very lifty, I could instantly see why some pilots have been flying 16m viper4's. Those sizes seemed ridiculous as an onlooker, but now I see them as easily accessible. So while easy to launch, rpm is normal, I'm not screaming away on the engine, still in the 3.5-4.5 lph average for me and nitro. 5200 rpm level flight with a bit of trim out. It does come with a warning though. They do feel highly strung and exciting to fly. It bumps about, if the air is anything but perfect. That said I was comfortable enough to fly down malaysia and never got the mag23 out again for that trip. I have since jumped back on the 23m for a flight and even that felt big and the brakes feel a bit soft. To answer part of your question, its very design specific. The Freeride and the Viper4 lift very well for the small size. Other models and brands, I do not know. Landing smaller wings is nothing to worry about, you come in faster, have lots of flare authority and scrub off all the speed for a gentle landing, it just takes timing. Launching is easy in wind, nill wind will show up if something is to small. I also consider I rarely launch from perfect grass and need extra lift to help from brown sites etc. The more efficient the wing, the more you will feel the lumps and bumps. Final warning. Any kind of malfunction, collapse etc. is going to have more severe reactions. That said, more loaded is less likely to have a malfunction, but when it does, it will be dramatic. Hope all that helps you see how at least I got to flying 19m and make it feel normal to me. I have let a couple of other pilots fly. Jumping from 29m nucleon to 19m free ride on a top80. I think we were both surprised to see him actually get up. Test the ground with my 23 first, as its little more sedate. Fly he did and with not a huge effort either (pilot about 75kg), launch was faster. Extra power sure helps.

19m freeride at 85kg on the nitro so my all up weight is probably 10kg under average. also 23m magnetic, semi reflex. previously 19m gts, 22m gtx, 24m gtr, 29m fusion, 29m reaction, 29m synthesis, 31m freex moon, 28m edel sabre.

Every paramotor you buy needs fuel and should have a reserve, I see no point in quoting a wet weight, what reasoning? Heavier pilot will need more fuel and larger reserve vs a lighter pilot on the exact same machine. My Air Conception Nitro 19.5kg plus reserve which is 1.2kg plus Y bridle and connections 200 grams. nearly 21kg. How much fuel should I quote? full tank or 1 hours flying. 1 hours flying add 3kg (4 litres of fuel), so now 24kg ready to fly. Plus me at 85kg. plus my wing at 4.5kg. plus gps, helmet, gopro. I could add the exact same setup to a Maverick at 24.5kg and be at 28.9kg but for me this does not fit with my reserve chute. So with that I would need to upgrade my reserve chute to a larger one, 1.6kg for a posh one, being heavier and the moster fuel burn I should add another litre of fuel (5 litres total) for my 1 hour flight I'm now 30kg ready to fly. Not everyone is willing to pay nearly £800 for a super light reserve chute. a £450 reserve chute can be 2kg for me or for a larger pilot reserves go up to 3kg or so. Now you can see how it all varies with fuel and pilot weight affecting reserve chute choice.

I made some of the first ones in the UK, they make a good difference. Moster heat was often due to heavier pilots on smaller wings, or those wanting some efficiency from the engine and leaning the carb a little. The shroud made anywhere from 20-40 degrees reduction on the ones we tested when combined with engine cooling prop. 220 is not high. We had posters hitting 270-280 with large pilots and with the cowling and the new props it came down to 230-240. With a cowling though you can tune the engine a little sweeter so its less boggy, does not foul the plug quite so much and improves economy, so unless you are 75kg or less I would always fit the cowling. Thats just my opinion and results from a few years back.

4 days to go 4 days to go, la la la di daaa, 4 days to go. Its about time you bid, about time you biiiid, la la la di da, dum de dum de dum. doh!

just seen your message

marketing hype? lots of lighter weight units coming to the market. How can that be hype?

I couldn't find my original discussion about the Rokit, but here is something exciting. I just put a red one on ebay with no reserve and starting at 99p it will go to the highest bidder in 10 days. Bid or just watch out of interest. I have another. http://www.ebay.co.uk/itm/-/132276523611?

Thanks SW, I found a tick box not greyed out.