notch

Thanks for your comments. The reason for considering the Speedster is that I would really like a dedicated PPG wing as I feel that PG wings when used for PPG are a bit slow and inefficient – it certainly seems the case when I compare my current Rookie to my fiends more highly loaded Roadster. The Roadster has a better climb rate by a factor of 2. I would like an efficient wing, (my motor is only 125cc) as I would also like to do XC flights at speed when the weather conditions are good. If I could find an ENB wing that did all of the above when loaded with an all up weight of 150kg, I would buy it! The Revo seems like a good choice but is not certified in the largest size, and I would be too heavily loaded on it anyway. Looking at the Speedster 33 test report, the only thing rated as C is the asymmetric collapse of more than 75%. I wonder how much more of a safety risk is this? For example, is it the difference between recovery and ground impact if you were for example flying at 80ft above the earth, and suffered a 75% collapse? And is the Speedster still a reflex paraglider when the trims are in? i.e. is it less likely to sustain a collapse when flying in the above scenario?

Guys, I have been flying my 34m Nova rookie (Basically an EN A wing with one B when accelerated) for around 3 years now. I have flown in moderate turbulence (enough for very minor wingtip collapses, or very brief asymmetrics), and the Rookie has always looked after me. I have around 30 hours PG, and 80 hours PPG. I'm wondering if I have enough skill yet to be able to handle the Speedster, which is basically an EN C wing. For those that have been through this before, how do you know if you are ready? Where I live there is no possibility for demoing wings. Thanks in advance, Nick.

I think that the pulstar plugs offer little in terms of performance when used with proper CDI ignition systems. I can see however, that with the rather basic transistor - coil arrangements most Paramotors use, the pulstar plugs may offer some benefit. Haven't tested them mind you, just an opinion from an electronics engineer...

Fuel will last longer in a metal can. Try putting a sticker on a plastic container full of fuel and see how long it lasts. The highly volatile components of the fuel leak out of plastic over time, leaving the low octane components behind... -N

Oil pooling between the airbox and carb is common on two strokes. Some air gets past the reeds before they close, allowing the fuel-oil mixture to be pushed into the airbox where it condenses, the fuel evaporates leaving a nice puddle of oil...

If you are concerned about certification, only the 26M revo 2 is certified as ENB. The Revo2 has been out a while, so perhaps the other sizes don't meet ENB? http://www.flyparamania.com/index.php?o ... 15〈=en

takeoff for me feels like there are some heavy set rugby players pushing you forward, then upward... Can't really say there is anything that compares to that!

I think that the engine supplier deserves some props for putting out this bulletin. A lot of other manufacturers don't supply this info leaving all of their customers with issues they don't even know about until it's too late.

Since I changed technique and power up before running to create airflow above the wing (and then powering down before running), I have never blown a forward launch. It was quite a different scenario for me with the old "just run" technique.

I have a 1400mm caged PA125 (very similar to the ROS125), and feel the need for more power. Yes too many pies (or beers, not sure which). Anyone know how much extra push you get from a bigger prop? Tossing up between a powerplant transplant (Moster 185 - yeah baby) in the same cage, or a larger prop for the 125. I'm guessing the larger prop is going to increase the chance of prop strike too.

Looks like the flowmeter is from here: http://www.btflowmeter.com If that's the case, it's most likely a turbine flow meter. I would be a bit concerned about the pressure drop across such a device - i.e. you guarantee the fuel pump would cope with delivering full fuel flow @ max rpm? Someone with more mechanical knowledge than me should pipe up...

Dell is so full of the brown stuff, I can smell it here in NZ...

If it's any consolation, weather has been shite for about 1 month here in New Zealand...

Hemberg, What were pap's instructions for the squish? I tried to get this info before, nut never got an answer. Did you also find out how to set the ignition timing? -N

the great thing about a cockpit is it's easy to remove when you don't need it...

Or in your cockpit:

I had the gopro, but didn't like it due to the lack of image stabilization, so have moved onto a camcorder...

I use the sony HDR-cx130. It has 3 way optical image stabilization, and is super light and small..

Perhaps make it available worldwide?

aquatix, what other defects were there? Was looking at the Revo2 for some time, somehow now, not so much. I think what most small manufacturers struggle with is that quality can only be determined by measuring as statistically significant number of devices over many batches. Testing 1 or 2 mallions is just not good enough, especially on a critical component.

Clearly the mallion is defective from the photo - look at the thread. The manufacturer rightly deserves some mud to be thrown over this, I mean how much money would have been saved over using certified mallions? It probably costs less than $20 a wing to fit proper ones. If they are this cost sensitive, you have to wonder what other shortcuts have been taken? To try and cover it up with a "here's how you do up your mallions" video too.

It's been thought of before, lots of discussion on the paraglidingforum.com board. Basically a wing has the best chance of recovery if it actually collapses, not if it stays rigid. Strange but true!

No, not really, makes me unwell but you never know what nature is going to throw at you. A freak thermal or strong gust. Not a matter of if but when, even in smooth conditions.

I still can't get my head around Reflex. All of the reflex wings with B certification are too small for me, meaning that I have to go to an EN C wing if I want reflex. My current wing is EN A, which seems like a big jump in safety to me. Essentially what the certification says is that a collapse on a C rated wing is going to be much more severe than on an A wing. Since I cannot rule out the fact that I will have a collapse (even on a reflex wing), is it not still safer to be on the ENA wing? i.e. when a collapse does occur (because eventually it will) then ENA may still be flying whereas the ENC could be a mess on the ground? Pity the Revo/Airflex don't come in larger sizes.

Your cable tie on the fuel line should be wrapped around twice. If used like in the pic, there will be a fuel leak on the hose. You may be running too rich on idle. This will kill your engine when you return to idle for too long. If the idle is lumpy, not smooth, it's rich. Check out youtube on how to adjust the idle on a black devil.