aquatix

Stupidity sounds a bit harsh ...... it looks like a warm day so maybe he didn't need his gloves or helmet ........ I can't see he is doing anything else wrong .........

Are you sure about head size ? 39cm would be XXXXS !!

The Icaro helmets are great, but maybe a slightly loose fit so I wouldn't get the larger size unless you frequently fly with a balaclava.

The Peltor OPII (or NAC with sidetone) headsets are cheaper and pretty much as good as the Microavionics ones as you will probably find you need to back off the throttle with either to have audible conversation.

Wont stay up as well in light winds but if the wind picks up and all the others are landing just let the trims out and stay up with the hangies,

Only problem with this advice is that Paramania specifically warn against using brakes when trimmers are out, and you can't use speed bar with trimmers in. This negates any possible advantage you would have against a "standard" paraglider since you need to be actively free flying with hands on brakes.

Saying that, the Revo 2 makes a perfectly acceptable glider for occasional ridge soaring and even thermalling. Flown correctly it is perfectly safe with it's "B" rating and will give as much fun even if it lacks the performance of the higher end, purpose built EN-B paragliders.

When you've finished flying for the day can you run the carb dry? it maybe when you put your motor in a warmer environment the pressure change in the tank is forcing fuel through the carb in to the engine.

What ratio are you running at 30-1? I run mine at 50-1 with fully synthetic and no problems.

Tank is vented so no issues over pressure change, and there is no leak through from carb - even when applying a steady positive pressure on fuel line. Can't run it dry without fitting a quick release coupling, and I prefer to keep things simple to avoid problems.

Engine is usually down to tickover for at least 20 seconds before landing, so very little fuel being drawn through and any excess oil / mixture should be expelled during the normal combustion cycle. No traces of excess oil in exhaust when disassembled to re-grease the joints at regular intervals.

I run the manufacturer spec 3% (33.3:1 in old money ) although Kobra said it was safe to go down to 2.5% (40:1). Not sure I would want to drop to 2% (50:1) even though I use a full synthetic oil and Simonini only specify a semi-synthetic for use with the Evo engine. My view is a higher quality oil can't hurt it and the "bottom end" certainly seems to be getting well oiled and things would be great if the engine wasn't inverted.

Reason for keeping the recommended oil mix is the CHT gauge shows the engine will hit maximum allowed temperature during a sustained fast climb. If it wasn't fouling the plug I'd normally be happy with that amount of oil remaining in the engine casing, as at least it offers some protection during cold starts.

PS - just seen your post Barry ..... if I can't pinpoint any other problems I'll consider a dry break, since it was standard practice on my outboards. Where did you get yours from ? Are all your other problems (particularly exhaust) sorted now ?

Sheep get it bad... frequently fleeced, occasionaly raped, usually end up murdered - and now this extra torment

Sheep love a bit of excitement in their mundane lives ........

Too much oil in the mix

Too cold a plug being used

Fuel leaking in to cylinder when not used petrol evaporating leaving just the oil

Oil mix is always precise with syringe, and to manufacturers spec. Plug is also correct spec and no sooty deposits or other signs that it is running too cold if removed after flight (and no problems running after warm-up, or flooding when starting).

Agree that it is just oil, after the petrol has evaporated - but it seems an excessive amount to drain down from crank case into combustion head. Fuel mix isn't leaking in from carb, and it only causes problems if the engine isn't run for more than 2 days (which means it needs draining and the plug cleaning before most flights at this time of year ....)

I guess it's spanner time for a detailed inspection .....

Sorry Paul - my internet is playing up and I missed those .......

Hoping my Simonini isn't suffering the same fate, or a broken oil control ring. Have to remove and clean the plug before each flight as it gets totally drowned in oil. Didn't get this on my F200. Does anyone else suffer this on motors with the spark plug on the bottom ?

Hi Paul

The photo's were from my rebuild - which did not have a problem.

I used a standard half-round file to take the sharp edge off the exhaust port (less chance of damaging the cylinder coating) and the dremel to smooth out the casting in the exhaust port.

Going to look at my Simonini Evo this week and see if that will benefit from any porting / gas flow work.

+420 776 555 509 was the number I used to call Patricie at Walkerjet for cheap spares for the F200 engine. Email: info@walkerjet.cz

Whilst it might not be an acro wing the Nucleon is certainly agile - the ball steering is the best I've come across, and used with brakes as well it can be chucked all over the place .... just look at any slalom or Parabatix type video. Just not had the chance to do much thermalling with mine yet as I've been away free flying a lot this year.

As for sizes, when your 'all up' weight comes between certified sizes you should calculate the wing loading and go for whichever size brings you closest to the optimum figure quoted by the manufacturer. This is more accurate than the size range for certification.

I am a bit light on my wing now but only ever had tip tucks in very rough and gusty air (strong wave in the leeside of Snowdonia) and in full reflex they were a non event - out before I could react. With trimmers closed and hands on brakes it was easier to stop them before they happened.

Top choices and excellent taste ..... those would be my choices although I would go for the Nirvana Instinct if I had the money.

I've tried (but not flown) both and they are pretty similar for weight and comfort. Both handle well with easy weight shift and no torque steer effect. Lots of pilots using the Adventure X-race at St. Hilaire and raving about it, but the Nirvana team attended every major event I went to last year and are all top blokes who are happy to discuss and stand by the quality of their machines.

If durability and crash resistance are the most important factors then the Rodeo would be your best choice. Personally I would go for the X-Race as it is better value, a tiny bit lighter, longer range tank, looks great and replacement parts are reasonably priced. Then again, Nirvana have a better range of accessories and the best clothing and flight suit designs ........ plus UK dealer support .....

A tough decision but I would be happy with either.

http://www.paramotormag.com/2009/11/adventure-x-race-paramotor/

http://www.paramotormag.com/2011/03/nirvana-instinct-comfort-line-ns200-paramotor/

is it safe to have 4 days training then take to the skys alone?

A simple question ..... but a complicated answer of yes & no .....

Given that time scale in perfect weather conditions, with good quality instruction and a physically fit student who picks up new skills quickly it can be perfectly safe for that student to take off solo, fly a circuit and land again under direct radio contact. The actual flying is the easy part, needing very little input from the 'pilot' as modern wings are very safe and stable.

That first magical flight is every new student's goal, but as Stevie says is only one small step to becoming a safe and competent pilot, capable of making your own decisions and flying unsupervised. That is like showing someone how to drive a car in an empty car park - which would still leave them a long way off being able to drive in traffic, or at night, in rain on motorways etc ...

Although flying a paramotor is amazingly simple, there are a multitude of skills required to handle different conditions, and a lot to learn about meteorology, air law, navigation, aerodynamics and general safety - with plenty of mistakes to be made along the way.

I can't comment personally on either of those 'instructors' - although I found some of the statements on their websites misleading, and spotted a few safety issues on the videos etc. - although I'm sure they would enable you to "get in the air and get down again with out killing myself or any one else"

My opinion is that all instructors should be registered or at least accountable, and train to a standard syllabus leading to a recognised pilot rating (whether that is BHPA, PMC or whatever), but since that is not always possible locally my advice would be to go along first before comitting yourself to spending money. See the equipment, watch how they train and speak to other pilots / students there.

After that, just enjoy it (this is a fun sport / hobby after all) and don't worry about how many days it takes you to learn - as everyone is different, and weather will be a deciding factor. You will know when you feel comfortable to fly without direct supervision and continue the learning process with other pilots (certainly not "alone" to begin with).

Have fun.

I've been looking at the Nucleon and Paramania wings. I like a solid feeling wing, I don't like a wing the has the feeling of squirming around overhead.

The Nucleon is the more solid feeling wing without a doubt (IMO). The Fusion is equally good but has quite a different 'feel' to it.

I would like a wing that is good at thermalling with the motor. Issue I've always had in the weight 80 + 20k lands me right at 100k full up. As normal it lands me at the beginning of a 29 and top end of a 27 in most reflex wings.

Clothing, helmet, boots, radio, camera, gps and other equipment (particularly reserve if thermal flying) will add at least 10kg

What the best for the paramotor wings? go bigger wing for better economy? smaller for speed?

Pretty much correct. Sounds like sink rate and glide efficiency might be a higher priority than outright speed for your needs, so you don't want to be right at the top or over the certified weight range.

other wings I should look at thhat fit the bill?

Ozone Speedster and several others are worth a look. Maybe even a non-reflex glider ? There are several options if speed isn't the top priority ......

I know someone who laughed at that price and is looking to make some here for a lot less if there is sufficient interest ?

It certainly makes for an amazing display ........

Hi Rob,

As Morgy says really. Officially you can only take off and land with landowner's permission, but some have been known to fly from public land if they are discreet ..................

Many wings can be used for both gliding and motoring perfectly well - especially in the early stages (I had an Apco Thrust wing that was a good all rounder) - although with more experience (and when it takes over your life) you will probably want 2 separate wings.

Just don't buy any equipment without further advice and training ..... Rule No. 1 !!!

Generally you will find paragliding clubs around the hills, and paramotoring in flat lands. This is true of the Lakes, where paramotoring is deemed to spoil the tranquility for other leisure pursuits there.

You will almost certainly need to travel for training, and weather is always the big problem - so it may be easier and more cost effective to book a course such as this one - http://www.skyschooluk.com/Courses/Paramotoring-Courses-Spain/Paramotoring-Lessons-Spain/

Although not cheap, it will save a lot of transport costs, wasted days due to bad weather, plus the associated frustration when you are keen to get in the air ....

Alan

Hi Rob,

Without debating the relative merits of different 'training providers', you are probably just over an hours drive from either Flyschool, or Manchester Paragliders here in the Northwest - if you are only interested in learning to paramotor.

Given your location however I think it would be a shame if you did not also consider free flying paragliders from the nearby hills .... in which case Northern Paragliding (Sunsoar) would be a good start. I reckon those who mock 'tree-hugger' flying only do it because they lack the skill or live too far from decent sites .....

Either way you should have more fun than with the fixed or flex wings .....

Alan

Hi Steve,

Meetings are often short notice depending on weather, but you should contact Paul Kilburn at http://www.manchesterparagliders.com/ as you would be welcome to come along and watch with no obligation and pick up loads of info from other pilots.

Also from that link you can join the local club - Lancashire Hotprops - http://uk.groups.yahoo.com/group/thelancashirehotprops/ to contact other local pilots.

See you soon.

Alan

I've had both, and would say the F200 is the better of the two. A fair bit lighter and seemed to have the edge on power and fuel economy (although my F200 had carbon 3 blade prop versus a 2 blade wood prop on the Simonini mini2+, so maybe not a completely fair comparison).

Power delivery seemed smoother and more linear on the F200 as well, and replacement parts are quite a bit cheaper - although the casting process seemed a bit rougher than the Simonini. The only other thing I could fault would be the stock end silencer on the F200, which could be improved.

As for overheating, I never had a problem even with the earlier, small cylinder head - and I used to take photo's during the service rebuilds that showed everything still like new inside. At about 115kg (suited & booted) it rarely needed full throttle for long, so most pilots would give it even less stress. Loads of pilots using them in Europe and elsewhere without issues either, so I would expect the later versions to be even more reliable.

My current Simonini Evo engine had to go back twice due to problems and I was not happy with the quality of engineering (misalignment with parts and drill holes in the castings out of place).

I'd happily have another F200, so would suggest it really comes down to your choice of frame / manufacturer.

Don't worry Si ... I've made mistakes copying from those too ... although they are still a handy resource even if a few 'facts' are wrong or out of date.

Even my BHPA Pilot exam paper had 2 wrong questions (due to amendments on fuel capacity etc).

The important thing is pilots are actually asking and taking notice of the legal requirements - so always worthy of a bit of discussion (amid p*ss taking)

I discussed this with a few motor manufacturers and they all say it depends totally on the wing (and to a lesser extent on pilot ability).

With an efficient tandem wing, flown well within the certified weight range, then most 200+cc motors will suffice - even if some need a longer take off run. A fast reflex wing such as the Paramania Taxi or Dudek Nucleon Cabrio will need a lot more power to fly at full speed, or even to take off.

For my weight (102kg) Kobra recommended the Simonini Evo with a lighter passenger, or solo on a heavy trike. For 2 heavy pilots on a big duo trike they said it would need a Simonini mini 3, Victor, Rotax or Hirth engine ....

For foot launch tandem the limitation is motor weight, so the Simonini Evo is probably the biggest and best choice of motor - but more variables to consider than basic thrust.

Common sense prevailed (eventually) following the 2006 consultation on transponders, and I don't think we have anything to fear in the near future from that issue.

There have been no mid air collisions involving PG / PPG with other aircraft and almost no airproxes reported where the PG or PPG pilot was at fault.

Airspace violations are thankfully still few and non serious - although better training and pilot awareness could reduce this further.

That leaves a few errant pilots who either post (apparently) reckless Youtube video's or are spotted breaching low flying rules or other regulations.... Since the ANO and other laws are already in place to punish such pilots there would not appear to be much merit in imposing further regulations. To my knowledge there have been no prosecutions so far - even for the likes of the pilot who crashed in Walkden....

Personally I don't see any reason to panic about any imminent or impending rules and regulations as things stand. Even a few idiots shouldn't affect the current status quo (other than at local level) unless some total f*ckwit causes a serious fatality.

I don't mind abiding by current rules but if these were to change unreasonably then I (and probably many others) would be forced to consider flying 'outside' of such rules. Thankfully I just can't see that happening any time soon.

Eddie - it does make sense if a certain paramotor training instructor posted the correct info (sorry Si )

The minimum height above such large gatherings is 1000 feet (or whatever is needed to glide clear).

The 1000 metres part is minimum distance for take-off or landing ..... so height is in feet, distance in metres.

The congested ares (city town or settlement) rule was also quoted incorrectly as it is 1000 feet (not 1500) above the highest fixed obstacle and 600 metres horizontally.

(again, height in feet, distance in metres)

Of course the dreaded 500 feet rule screws up this general order by being both height and distance .... so minimum 500 feet above any person, vessel, vehicle or structure - or 152.4 metres horizontally ...

All as per the current CAA Air Navigation Order & Regulations (CAP393) Section 3 (Low Flying Rule) 5 (3) e & f

(page 330 of this document) :

http://www.caa.co.uk/docs/33/CAP393.pdf

.... I can't believe more pilots don't enjoy such light bedtime reading .... but you did ask for clarification

I just get annoyed at the fact that the aviation world uses feet but, somehow, in this country we mix in metres for no reason!

It annoys the hell out of me too, but generally feet are used for vertical height and metres for horizontal distances ....

Worse is when trying to compare climb or descent rates ... I use m/s, but some insist on x100feet/minute.

Great use of photo and PR as Simon said. It certainly doesn't look like a "congested area" from that angle, and you would have to go pretty low to count if there where more than 1000 people. (looks unlikely for size of stadium)

Anyway, even cheap compact cameras now have decent zoom lenses to get more shots from a legal height. Of course to abide by the 'rules' the purpose of your flight will not be for such a 'commission' and any pictures will be purely incidental and not for financial gain ...

... but hope they give you rights to launch and land from those manicured playing fields when everywhere else gets boggy over winter.

No worries Simon - was only joking - think it is one of the many IE9 problems .... with me not being a Mac supporter. - plus I've kept my opinions away from any of the "banned" topics ...

Thanks Morgy - and well spotted ! I spent 10 years working with those "where there's blame" scoundrels .... which may have shaped my opinions that people should take more resposnibility for their own actions and not focus so much on others ....

Matt - ah, thanks - I didn't think anyone had missed me, and thought I may have upset Simon as I can't post any more from my own computer - only mobile ?!? Apart from the Alps & Turkey, I'm off to Thailand next week for some paramotor flying (amongst other things ) with some chilled out local pilots. Almost anything goes over there, so I might be able to put a video up without issue.

Temperature in low 30's out there so should be great flying in t-shirt & shorts, no instruments, maps or reserve - will have to stay low enough to read the road signs on a borrowed motor but my own wing .... then hopefully some snow flying when I get back after Xmas (if paramotoring hasn't been banned or regulated over here by then)