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Hi Lee Trust me, I wish every landing was like that. The technical term for a landing like this with a video camera running is 'stuffy' Seriously though, it's all about repetition. You make a mistake or mis-judge something, especially on launch and landing, and you learn a bit more for next time. The best lessons are those that hurt the most, either in the wallet or physically. Going back to the subject of the post. If you have enough airspeed when you approach the ground, although terrifying at first, you soon realise that once you have levelled out and have judged your height agl, you get to feel just the right point to fully flare. However, you have to make sure that you flare whilst still having enough energy to make that flare effective. That is something I still struggle to judge. Cheers Dan

I never landed my plane with full flaps because it drained away too much airspeed leaving very little room for error All to do with the stall speeds though At the end of the day, you can have your trimmers anywhere... it's more about the flair. SW That's very true. In an ideal landing your stall warning alarm will sound at the same time that your wheels touch. For me personally, I always preferred to come in a little faster (ie 30% instead of 40% flaps), level out and bleed the speed off (trying not to land) until the stall warning alarm sounded then smoothly touch down. Alternativley, using 40% flaps, you come in slower and as soon as you level out you are down to your stall speed, the stall warning alarm is sounding, and you are going to land regardless. If you have misjudged your flare, and your alarm sounds, you could still be a few feet off the ground and you will drop those feet with a thump and mucho embarrasment (tower, spectators etc). No different with PPG. That leveled out period buys you some time and room for fine adjustment to your landing.

I never landed my plane with full flaps because it drained away too much airspeed leaving very little room for error

I was having a few problems with my nil wind landings on my Revo2. Eventually sussed it out. If you land with trims fully in (slowest flight), you don't have much margin for error as you will not have an awful lot of energy to play with. I was finding that my landings were really heavy, because I was flaring just a little too soon. Once, by accident, I came in with neutral trims, nil wind. I approached like a bullet, shit myself, but found that, similar to your speedwing approach, you use about a quarter brakes to level off, then as your speed bleeds off, you still have plenty of energy to slow you down whilst keeping you flying. This landing was just short of neutral trims. Notice how I still have lots of energy when I finally fully flare: [youtubevideo]http://www.youtube.com/watch?v=l2VFpdAG7Uk[/youtubevideo] As you say, have a play when you get your wing. Dan

Excellent video. Look forward to 2012-2013 Well done Dan

I'm 85kg and about 125kg running, on a 26 Revo2 and it's just about right. I would be tempted to go to the 29. Dan

Wicked That's really nice of you. Should be over for Christmas. Even if we don't fly, be great to meet up. Will pm you nearer the time, when flights are booked. Cheers Dan ps sorry to have hijacked this post

The poster was asking clarification as to a point of law, not an opinion, as obviously you wouldn't want to distress livestock. I don't know the answer to this question, it's an interesting one because by strict definition I guess a sheep is a structure, all be it a biological one. And I know a couple of people that would class them as a vessel and a person....don't ask

I think we're on the same page. Just noticed your location. If I was still in Bury (Brandlesholme), we'd definitely be flying together. Who knows, I may just get fed up with all this sun and come home. Would love to fly PPG around there

Absolutely agree that it isn't a black and white situation, but I worked with some real idiots for too long and, trust me, there's a pattern. Getting locked up for stating your view point just reminded me of a few of those idiots that I got partnered up with. As it happens, funnily enough the 'dregs' don't usually complain.

Sounds like a typical case of a uniform containing a person that derives their confidence from said uniform. Unfortunately, I have met many of them. They are identifiable by the number of times they have been assaulted, and the number of complaints recorded against them. They usually have a high arrest rate, and unfortunately this personality type is quite difficult to detect during the recruitment process. Dan

I flew GA aircraft for 17 yrs and the two have loads in common. 1) They both share the same principles of flight (more or less). 2) ...ermm, did I mention the principles of flight bit. Hmmm Ok, advatages of GA. 1) Great mode of transport, except when you get there (wherever there is), you just lost your transport (unless you have a Terrefugia), which is ok as long as you like airports/fields. 2) Great if you like to push/pull/flick and press. 3) If you're one those sad people that struggle to spend your money, the CAA (Campaign Against Aviation) have completed many courses on this ailment and these days are experts at helping you through this affliction. By the time they finish with you, you will be clean. Fabulous group of guys (and girls of course). 4) If you're the type that likes a Cessna keyring..... Advantages of Paramotoring (Simon, is there a character limit to each post ) 1) You feel like you are really flying, like flying in your dreams...or is that just me 2) Never under-estimate the effect that cheap flying has on the over-all experience. Whenever I flew GA, I always had one eye on the clock calculating the cost. It kind of spoilt it for me. 3) Whenever I flew GA I always wished that I had been around during the pioneering days of aviation, before all the rules and regs, when you could tinker with your aircraft, make modifications, try things out, discuss with like-minded people how to make things better and share experiences. Ring any bells? 4) An aircraft in the back of your car. C'mon, how COOL is that. 5) Slow flight. You really do get to see everything, slowly, which is a real advantage over whizzing past it at 100knts with scratched perspex in between. Missed something or want a closer look? No problem, a quick 180 and back over it. Bottom line, for pleasure flying (as opposed to a tool for transport), there really is no comparison. IMO (obviously) Dan

How much would you take for it?

That sounds promising Simon. Thanks for the encouragement. I'm trying to get my head around this at the moment. The more I look into it, the more I see it as the future, but also I think you are right, in that it's high quality video is where the money is as opposed to the stills side. Also I think I would really need to be good at it, as there are a couple of outfits here already with a clear head start such as Helifilm: [youtubevideo] [/youtubevideo]This is a fab challenge for me, and I like that, but it's something that takes time and patience, not just the operations side, but the technical side i.e. the ability to build, fully understand and repair the machines. That's going to be the hard bit for me. So probably I should start with a smaller cheaper model in kit form to learn the basics. Wish I was close by so I could just pop in and have a chat and a nosey at your set up. Cheers Dan

Hi Paraflyer Thanks for replying. A few questions: How much do you weigh? (sorry if that's personal). I'm only 85kg, but ned to get very high fairly quickly and without too much stress on the engine. Can you tell me any bad things about this engine i.e. consumption, any maintenance issues, adverse torque issues etc? Just so I know what to expect. Have you ever used it for tandem flying? Thanks Dan

Ok, apart from the fact that I am replying to your question flat out on my bed because my back has gone....again (can't help wondering how many years I have left to foot launch) If you have a few minutes, take a look at what is possible right now with these amazing contraptions... http://www.kopterworx.com/gallery Things can only get better, cheaper and easier as well

Never mind Lemsip, you had a helping of ppgsip Beats sitting at home feeling sorry for yourself.

Hey Stu Your set up is almost the same as mine. I'm 85kg PA125 Pap (about the same power as Ros 125) and i'm on a Revo2, only difference is im on a 26. More than half of my launches are virtually nil wind, although as Gordon quite rightly says, it's extremely rare to have absolutely nil wind. And I also launch on neutral trims. In my experience, finding the direction of that that tiny bit of air movement makes all the difference. Also, rapid, full commitment to launch in these conditions is essential. Therefore spend that extra bit longer making sure you are confident your wing will pop up straight over head. It's the reason I launch on neutral. I like the solid feel of the wing coming overhead quickly. As I never look up, it helps me to feel confident about a fast commitment. For me, an important wing lay out factor is to make sure you have a real horseshoe set up to ensure your centre A's get the tension. Having said all that, I know how much effort I occasionally have to put in on my 26 in nil wind, so it stands to reason that on a 23 it's only going to be harder. I know it's a cliche, but it gets easier with repetition Dan

Guys, thanks very much for your replies. It's interesting that most seem to be using these copters for video, when actually my use is strictly still photography, but then again who knows. I'm told the video capability on my Nikon D800E is pretty good. But for now, I have my hands full with the still stuff. I would like the ability to take the sort of photos that I'm currently using my PPG to get. Not that I intend to stop flying and photographing from my PPG, but I would like to cover all the bases. I have to say that it would be quite step into the unknown with a large chunk of cash involved. Not to mention the thought of sending up thousands of pounds worth of photo equipment in something that doesn't seem a million miles away from the model aeroplanes that I used to spend hours building, briefly fly and then crash and destroy on not too an infrequent basis I guess I was hoping to cover this base without having to spend more than a couple of thousand, but it doesn't really look that realistic now that I've had a closer look. I know I shouldn't be, but I can't thinking .....hmm a VW Calafornia camper van to take me and my PPG to far flung places to get great photos, or...... a radio controlled helicopter Simon, I will call you over the next few days. Cheers Dan

Radio controlled drones seem to be getting really complexed and capable these days and some of the videos out there are simply amazing. However, for some reason it seems to be mostly DIY for the enthusiasts in the field. I can only find one manufacturer that provides truly capable and complexed machines, built and ready to go, with the spec that I would like. This is a company called Draganfly, and the machine is the X8. Apparently, the basic spec'd entry level is $32k Does anyone know of a manufacturer that has their act together enough to produce a ready built reliable machine with the following spec: GPS autopilot with software to input way points OLED Screen on transmittor with capability for VR head viewer Fully stabilised gimble for Pro DSLR (up to 3 kg) Basically similar to the X8 without the silly price tag. Or do I need to wait another 5 years or so? Cheers Dan

I use a self inflating life jacket that I got from Pap for €80. Thankfully I haven't put it to the test yet and hopefully never will. [youtubevideo] [/youtubevideo]

Yep, I have always suffered from motion sickness. Boats are always the worst for me. However, when I did my PPL it was a nightmare. Just the smell of the cabin was enough to set me off. I still get the odd bouts of nasea when paramotoring. Especially when it's lumpy and I'm trying to sort stuff out with the wing and not looking ahead. A few times I've been glad to get back on the ground. I have to say though, that I bearly get it these days, which I think goes to prove that you do get used to it the more you do it. Do not let it put you off. Dan

Well, it would appear that the good folk at Spektrum have fitted a nice little fuse inside their box of magic, to protect numpties like me from themselves So, hopefully when I can get the correct 3A fuse, and I manage to re-assemble it all, it will work again. Fingers crossed. Thanks Alan and s1buell_wl for your valuable input.

Hi Alan Thanks for replying. The voltage was not that much more...a couple of volts or so. Is it something that you think might be economically viable to fix, or should I bin it. They cost around £150 Cheers Dan

A bit pissed off with myself right now after having plugged the wrong charger into my Spectrum DX8 radio transmitter (model aeroplane). Of course it had to be a higher voltage charger. As a consequence, it would appear to be f****d. Nothing when I switch it on and nothing when I plug in the correct charger Can anyone with some electrical savvy offer a glimmer of hope that there may be a poosible fix for this? Dan