aquatix

the new APCO Lift is also looking like it could be a good all-round contender, with easy handling and speed range similar to Revo 2, Nucleon and Speedster. Hope there will be a few demo wings available soon....

There are places you could fly the coastline around the Morecambe Bay area - Grange over Sands, Dalton in Furness etc. Suggest you avoid Windermere and Scafell Pike as they are quite sensitive areas and you could jeopardize agreements between landowners and local pilots even keeping above 1000' AGL. You could contact the sites officer for advice via : http://www.cumbriasoaringclub.co.uk/CSC_Home.php# The weather is also fickle and fast changing in that area so best avoided unless you are experienced in flying mountain conditions - and if you are experienced, why not free fly those hills ?

Cage netting ?

Yes, despite the weather (amazing storm!) it was great to see pilots from so many different countries flying together, and the acro displays showed how much is possible from the modern wings. It was a lot of driving for us but we also got to fly in Belgium and in the Vosges mountains (beautiful place). What chase cam did you use ?

Nice video and editing .... I was pilot no. 329 ! A few photos here: http://www.facebook.com/media/set/?set=a.10150935544798412.407789.543458411&type=1&l=5ea4c1d650

Yes, already know about JASO / API standards, lubricity, viscosity etc. Curious to know exactly why TTS is considered harmful to Simonini engines yet works perfectly well in others. Most paramotors run at similar RPM and temperature ranges therefore do not need to cope with high rpm (like karts) or extreme temperatures (like snowmobiles). As for full or semi synthetic base esters, my understanding is semi can withstand being premixed with fuel for longer periods than full synthetic .... ?

OK, I'd be interested in the full explanation ..... Just had an engine fully rebuilt (under warranty after 18 months) and several emails with Paolo Simonini about the type of oil used. His explanation was TTS (and some other synthetics) cause excessive deposits which caused high cylinder head temps and other problems ..... although it was difficult to get the exact technical reasons due to language differences.

Dell will be just fine - remember he has 100's of UK students each week flying out to the USA for the 'best training in the universe' ......... Strangely enough, I didn't see any pilots at Basse Ham last week flying a K2 / Flat Top ........ Even more amazingly there were no fatalities from almost 1000 pilots using 'deathtrap' reflex wings and paramotors with (mostly) round cages ........ Perhaps Nigel might want to re-write his ebay ads and remove the Dell homages, videos, and "304 reasons why you should buy a flat top" ........ Ebay did turn up this gem of a bargain though - perhaps Del has switched to selling used machines now ? Surprised nobdy has snaped this up : http://www.ebay.co.uk/itm/FLY-CASTELLUCCIO-Pink-75cm-Diameter-Pro-Sporting-Paramotor-Complete-Unit-In-GWO-/310411224179?pt=UK_SportingGoods_OtherSports&hash=item4845f36473

ALL modern EN A or B wings can be regarded as safe - if flown in the right weather conditions, within the pilots skill / experience level.... The second part of that statement is the most important ! I used to own a Revo 2 and consider it to be a very 'safe' wing, even if it failed to live up to the marketing hype (and my expectations). There have been some problems with maillons, brake lines / handles and trimmers which should all now have been addressed on new wings (and pdf dealer notices available to check older models).

Perfectly acceptable (and fun) to fly low in full reflex and speedbar on the Nuc, as you can simply ease off the bar to climb. Landing is also OK in full reflex as you just bleed off the energy into a long flare. Not recommended for beginners though..... Trim speed 22-45 km/h. .... unless of course you fly it overloaded, in which case it is a totally uncertified wing .... If you want speed there are newer options available that provide speed and safety in a certified weight range.

Sounds like my local Tesco's - the staff there hate being distracted by customers and often go out of their way to ignore you ......

The Android App is better - you can simply speak your destination ! It can also fly a slalom course if you input the co-ordinates of the poles ..........

Ease off power gently, try to maintain course (counter turn) with weight shift, allow wing to turn right if safe to do so and everything else OK (or you can still climb or maintain level flight). Several serious accidents from people trying to counter torque steer with too much brake !

Slapper is the one to contact about the microlight club. Andy Walkden (flyschool.co.uk) is probably your best bet next time you are up there as his training field is only 10 minutes flight to the coast. Its a brilliant place to fly but we've been keeping a low profile after a complaint by the coastguard - we might have put some grains of sand in danger ....

It is so cheap and simple that it amazes me no paramotor fits them as standard - like in almost every other petrol engine sport. A simple string to pull the HT lead off the spark plug does the same thing on some machines but doesn't work on all. A remote kill sounds good for training but would need thorough testing to rely on it in an emergency. The human factor means we all make mistakes or get complacent at times. A well placed kill cord might just save a minor incident becoming a major disaster.

Some strange comments above - maybe just due to some misunderstanding ? I agree that any device that locks a throttle without being instantly able to release it is a bad thing indeed. The finger throttle does not have this problem. I also agree that cruise control is simply an additional feature for more experienced pilots and totally unnecessary for students early flights - same as speed bar, tip steering controls or even trimmers .... There are as many different types of throttle as there are paramotors. Some are very poorly designed, others are better, but having to modify or disable features to make them safe for students does not recommend them to me.... Some designs look like they could easily go to full power if a student stumbles or falls during launch, or catches lines across the trigger. ANYTHING which improves safety or ease of use should be welcomed - especially in a training environment - in the same way you would choose a machine with strong frame & netting, or look at electric versus pull-start, clutch driven props etc. For instance I've added a kill cord to each of my paramotors (same as on quad bikes, jet skis and powerboats) which is positioned where I hold the motor if I need to start it on the ground. It can be grabbed instantly with either hand, on the ground or in the air, or safely by someone else if anything happened to me. Maybe a kill cord would have prevented this accident ? Not sure of the relevance Simon but I would happily demonstrate big ears for you with a finger throttle. It makes everything easier during launch, in flight, adjusting trimmers, buckles and straps, even using a camera or eating a sandwich.... A lot of international comp pilots use them, although I'm not sure if Pascal Vallée uses the cruise control much in pylon racing ....................

Your night flight sounds nicer ! Following motorways as the only identifiable landmarks is not much fun ......

I know .... oblivious to the vibration and deafening roar of the motor I'm always absent mindedly trying to make a sandwich or something !! Still, now I'm down to only 3 fingers it is getting easier to focus on the correct warm-up procedure ..... Blimey ! Were you flying a Eurofighter Typhoon ??? I use cruise for any straight line flying of more than a few minutes - even for steady climb or descent for airspace.

Or you could fit a Cameleon throttle ..... which has various safety features, such as automatically disengaging the cruise control when starter button is pressed ! Even with cruise engaged you can fine adjust rpm or operate throttle normaly with one finger. Cruise control may be unnecessary for students but is highly useful on longer flights - especially on cold days. I wouldn't be without it now.

Just the annual Air Games ..... loads of fun - and now with a lot of PPG action to add to the busy sky there with the likes of Nirvana doing demos and displays.

The later head is physically bigger to look at: old new Just keep a check on tuning (and plug colour) and all should be OK as the older model is good for a sustained climb to over 6000m ..... http://www.ojovolador.com/eng/paramotor/index.php?show=279

Great engine - keep it serviced to manufacturers schedule and you should have no problems. A few had overheating problems with the earlier (small) cylinder head - mine didn't - but the later head should be fine. Only common weakness (mine and every other owner I've met) is the silencer ... the internal baffle breaks loose with vibration and wadding blows out - but this can be replaced with almost any similar silencer. Only weak point on the frame (IMO) is the pivot arms / bolts - which tend to work loose and need constant attention.

True ..... but it seems to take an awful lot of bent cages and shattered props to achieve that safe height. Comparing the much higher number of people and hours flown in PG to the smaller number involved in PPG gives a more balanced number of 'incidents' in both - but still with thankfully very few serious or fatal incidents given the potential risk factors compared to other sports.

Reducing the safety issue to height alone is oversimplifying the question. The biggest risk factors are choice of weather conditions (paramotors can fly in calm air) and terrain for launching / landing (a steep rocky mountain carries more risk than an open grass field or beach). Pottering about in a motor boat on a lake or canal carries less risk than taking to the ocean in a sailing boat. It is all a question of Risk & Reward. With the right pilot attitude, skill level and decision making I believe that PG & PPG flying is equally safe - or equally dangerous once you choose to push any of the limits .....

The current crop of paramotors costing £5.5k + is getting ridiculously close to small family hatchback prices, which are massively more complicated, much more reliable with better warranties etc .... I know it is down to economies of scale and the latest paramotors have some great (but minor) improvements, but really anything over £3.5k seems hard to justify. We are paying a premium for an 'aircraft' when they are not even aviation certified .....