norman

Funnily enough I know that I'm off. Count me in Simon, the food was really excellent last time. May well need to book Sally Ann's. Jeez, December already on the horizon ...

Why not omit airspace above FL100, there isn't any point in displaying it? Come to that you could provide an option to drop everything above 5000'/FL50 as it would then co-ordinate with the quarter mill and few fly above 4000' anyway.

Delicious! But 9.5 ltrs/hr ... less so.

... Wholly understandable though. We had a look, we have had the story thanks to their openness and honesty. Let's not ask them to bath for too long in the limelight eh?

Well done Bob, I take off my hat to you. Owning up takes courage and integrity and I guess we have all learnt from your experience. Thank you.

Dave, I think you are spot on.

Just read a comment on another thread about the reaction from the public to nuisance illegal low flying in the Brighton/Hastings area. Please don't take this as a rant at PMC members folks, it is just general comment that I hope may trigger a few thoughts. There does seem to be an isolated belief that the 500' Rule doesn't somehow apply to paramotors at all times. Of course the majority know full well that it does but sometimes you wonder don't you. A few weekends ago I listened to a story recounted of one PPG pilot who buzzed his mate's house and his local pub, he grazed the roofs of both with his feet. He thought it was a jolly jape. The pub and the house were in the middle of a small town. It just takes someone to produce photographic evidence with sufficient information available to submit a complaint and the police may well be obliged to prosecute. As is evidenced here and elsewhere, Mr Plod is generally very tolerant but where persistent offence gives rise to public complaint.... they are obliged to act. That may take the form of an education program followed up by police visits, or the harsher form through he courts. This behaviour is on the rise - as a sport do we really want to be part of that process or identified as a bunch of arses who don't care about the rules that make life bearable for the majority? What might this activity mean for the future of PPG and our sport if the public's perception is based on a few prosecutions and the subsequent publicity that would raise its profile? What might the regulators decide when faced with a review of the status of the sport after a series of incidents, accidents and complaints?

There is a sad truth here. If we don't have a NOTAM and AIS checking regime as art of pur pre-flight preparations, it could happen to us. Were they unlucky or just plain stoopid? Put on your judges black silk cap and make the call. I might just step into my greenhouse with a brick in my mitt and listen. Let's all learn from this one?

Excellent work Dave, a considerable contribution to flight safety. If you make it easy for people to do the right thing... guess what? Well done sport!

A fair comment plus wise advice Fanman. In talking to Gulfstream1 it is worth mentioning that the guy is a very experienced FW aviator and well used to fast low level navigation. What I recommend to him reflects his experience wrt nav techniques. He will find his own way - map or screen and remain legal while he does it I am sure. The GPS system carried by an airliner is duplicated as well as being certificated to the highest standards. It is the most accurate source of navigation data on the modern jet. 'Depends on the system of course but these days GPS, INS and FMC positions are used to verify each other by comparison. On the 777 and modern Boeings GPS doesn't auto-update the INS, it refines FMC position. System monitoring completes the package to warn of anomalies or disagreements between the sources. It's a world away from what we do here isn't it? ______________________________________________________________ In PPG with only two sources we have potential for distraction, argument and confusion. Your GPS needs to be understood and used effectively, pilot nav techniques need to be understood and used confidently. Whilst both work really well, one system does need to be primary in the early days of pilot nav imho. I would suggest that the map and basic pilot nav skills should be primary and GPS derived information (track, ground-speed, distance to way-point etc) could be used to refine and assist. If your DR nav gets a little screwed then if you cannot fix your position using logic and pilot nav techniques, use the GPS to help you refix your position on your map and get back on track physically and mentally. The simple inspection of 'distance to run to next way-point' should give you one line of position which in itself should enable you to 'find yourself'. GPS should be used in this way as an 'aid to supplement' rather than 'a crutch to lean on with hope'. Hopping between systems is all well and good but it does have its pitfalls. That is why initially we qualify our trainees to PPG1 on their navigation exercises without a GPS available to them in flight. Get the basics first and you have a better chance of understanding how to use the toys effectively later. Digging yourself out of minor navigation jams using basic techniques delivers confidence, a asset of enormous value to a fledgling 'navigator'. I hope that doesn't sound like preaching, I have to remain aware that we have a very broad experience range here and guys watching who will form opinions from what they read. We need to do our best for them. INS - Inertial Navigation System FMC - Flight Management Computer GPS - Q. What does the US abbreviation 'Course' actually mean? An interesting question.

Tony, October is when Karan returns to Pune (Mumbai) to finish his course. I will put you in contact with him as he may be able to know when he will be there to see if you are going to cross either now or in the future. I can't speak for him of course but my bet would be that if there is a PMC member in Nepal and he is about he will be delighted to meet up. As for kit, anything would be very welcome. He has already lined up a couple of very likely lads he knows well to help along himself (when he gets there) and kit is gold dust. Your project sounds very interesting, you should hit after the Monsoon moves on and see some spectacular sights. Have a ball mate. ATB,

I think we need to be practical about this. When we say, 'primary means' I would take that to mean, 'primary available means' I think? If you take the literal meaning then you must assume that in order to remain legal, all airborne craft float about with their pilots religiously steering to map and compass and taking the odd crafty peek at the small screen. I doubt that is the case though they should (must) be carrying a chart and using it with GPS to confirm track keeping. A matter of proportion of attention devoted perhaps? If you have trudged your way through 'PPG Nav 5', my little navigation pdf you hear me piping on about how important it is to become and remain competent at DR navigation using a chart, watch and compass and eschew the GPS unit you become so. That is still definitely what I hold true to, but we can't escape that GPS is an invaluable aid to precision navigation. If you can navigate the more skilful way then the GPS becomes more of a supportive aid anyway. The real plot runs in your head. imho Extract from 'PPG NAV 5' When you can navigate the difference between chart and GPS becomes less defined. You use the two in conjunction, one supplementing the other. You could lose either and the end of the world is still a long way off. Lose them both and you either follow your mates or land and recover the map. The other would be unlikely to have survived the drop. Sorry to woffle on but it is an important point, particularly for those trying to decide where they should be placing their priorities with aerial navigation.

Africa I have flown down the West African coast at low level from Tangiers/Agadir to Abijan, Ivory coast. The major problem is political really and oh, crap roads - if any. It's the ground support team who have the problems, everyone gets a sore arse. As for the rest of the continent - the middle bit might be a little challenging wouldn't you say Gulfstream? Looking down from our day job reveals the 'dark heart' rolling on for hours, and hours, and hours... But at 20 kts..... 20 kts. TIA bra!

Gulfstream, As soon as you leave the UK quarter mill charts tend to run out and the half mill rules. Across Europe and most 'sophisticated' nations digitised charts are available that will work with any GPS unit designed to take them. With a full tank lasting around 40nm (with some left as a reserve) in still air the hops are not huge at 20kts block. Would I use a GPS unit as a primary aid? Yeah, why not? Planning is simplified and airspace avoidance easily verifiable, nothing replaces the chart though and I am not sure whether the law has yet accepted electronic charts as satisfying the need to carry a current paper jobbie. Like the eBook issue, paper is accessible and manipulable in a way that a small screen isn't. Larger scale tactical planning always seems easier to me looking at a large half mill sheet. When you come 'off plan' small screen GPS units start to become less useful unless you have the overall geography well memorised. Rather like looking at the ground through a large bore toilet roll, the bigger picture isn't available like a chart. That said you can look at your options on a laptop screen in your tent and develop routes that fill your needs on the day. Always assuming of course that you are supported by a vehicle which, for a very long run might be essential. Africa is a bit different again, but then that's home ground isn't it?

Simon, Wildo, as Karan progresses we will keep everyone abreast of his progress. Alan, Thanks for the kind words, people have been so good and generous and willing to help. When Karan went solo off the winch (PG) he rang me in Washington at three in the morning. I have never heard anyone sound so made up. He did much the same when he flew the paramotor solo. Small incremental steps, he is very safety conscious and determined to safeguard that of others. He is a cracking fellah.

From where I'm standing it looks to be a lot older than you might think. Middle aged I would say with a fair smattering at either end. One we know well is in his late sixties. Quite a few in their fifties, loads in their forties. What is the definition of middle aged might be an interesting question - isn't it all in the mind? Then of course there is Pete Baldwin who is at least 86 if he is a day.

UPDATE It took a while to arrange but I just had a meeting (the first - 01 October at 1100 UK local) with Karan in Hyderabad. We wanted to meet up of course and I went bearing your gifts. You will be delighted to know that he is a cracking chap, we met in the hotel for coffee and a long chat. We spent two and a half hours talking about his training in Pune and how he plans to progress with his flying. Its been a while since I have bumped into someone as quietly determined as our man in Nepal & India. He will be leaving at the end of fifteen years service with the Indian Army soldiering in some of the nastiest little trouble spots we get to hear about at the back end of the BBC World news. He has decided that flying and self determination is now going to be the focus of his life. He is incredibly proud of Nepal and has a burning desire to show his friends in the paramotor world the majesty of the Himalayas and Annapurna. Paramotor trekking is his dream, he is already planning his proving flights and collecting his crew together and talking to the authorities in Nepal. If you think this is a little previous for a guy with limited flying experience and doubt he will get his enterprise off the ground, just meet up with him. You will then realise that as the sun rises in the East, so will his trekkies on their way to the first mountain village on their circumnavigation of one of the most exciting places to fly over on earth. Your Support Guys, I can't tell you how much of a pleasure it was to hear what it meant to Karan to learn to fly. He slips back to Pune to complete what is essentially his PPG1 in October. The Wings & Flights team there will be putting him back into the sky after the Monsoon breaks. To date with your contributions and a little sponsorship we have: Paid for his basic training to PPG1 (a few bits to complete to qualify fully). Equipped him with a flying suit and a PPG/PG suitable wing. Supplied him with several books and other reference sources to help his flying education along. Karan will be acquiring a ground handling harness (local sources-mountaineering), a helmet and already has a pair of suitable gloves. In short he can ground handle on the Regimental sports field to his hearts content so that when he returns to Pune he will be ahead of the game. He will pop up here before too long I don't doubt. When I gave him his wing and things he very kindly presented us with a pair of Ghurka Ceremonial Kukris complete with his unit badge. Simon will have one at Lambourn for members to see. It isn't sharp, he doesn't hand out lethal weapons to people he likes. Go to go places tourists never go, and see things they just don't get to see. Paramotor Trekking in Nepal ... Hmmm

Should you have some spare change the USN have just brought this pirate catcher into service. Just stick the boat into reverse and select the draft you want across the heli-deck with the throttles.... cooool. Just don't f**k u the landing back on.

Hmmmmm.....

Guys, I do not presume to lecture, this is information and a gentle reminder. Down Brighton way during the Labour Party conference there is alleged to have been an airspace infringement by a paramotor(s). I am sure everyone is aware of their personal responsibilities as pilot in command when it comes to checking NOTAMS/AIS etc. It is within these communications from NATS and the CAA that we find the detail of temp airspace changes, Royal Flights, Air Displays and other aerial activities that we really need to know about. Do the right thing, be diligent in your pre-flight preparations, avoid being followed by Mr Plod and his helicopter. The darkest outcome is best left to your imagination, an interview with the police could end up being expensive - it would certainly be embarrassing for yourself and potentially threatening to the sport when your incursion joins the statistics. It was certainly the latter by all acounts for the unfortunates on the above occasion. INFORMATION? Sources of this information are many but the web is becoming the first stop shop for most of us. http://shgc.org.uk/php/notams.php This is an excellent facility. This system auto-extracts NOTAMS and AIS material direct from NATS, a grand effort! Here is another. Here is a link direct to NATS-AIS. This is primary and authoritative source for information of course.

Fantastic idea and I take your point, I don't have a commercial head so haven't a clue what it would entail putting something like this into production. 'Just excited by the idea that we might all be flying around with rotarys one day. Gulfstream, if you decide to do it you would have an avid readership here. There are a bunch of techies and bikers (or ex bikers) who I am sure would love to read about your project.' A few might even join in...

Fantastic Gulfstream, I for one hope that a reasonably priced rotary can be developed. What a step forward that would be. Get the cooling issues sorted out and the technical challenges resolved will leave quite a product on the bench. I am tempted to think that making that product retrofitable to almost any model of paramotor could make quite a return.

Hi D, welcome! There will be someone up soon to help you along. We have a couple of members who are tops with electrics.

Being fascinated by the rotary for its benefits I watch with great interest, I am also in the bracket of interested weight ranges being tall and elegantly well built. Any thoughts on the rotor tip wear problem Gulfstream? I understand that is a potential weak spot. Time between overhaul (TBO) is an issue in reality but not in any form of certification of course. Compared to a Go-Kart the loading on the motor is smooth and even, this must up the life of the motor and components by a huge margin. Cooling, flow direction might help, there may be an opportunity there with CF ducting - 'know someone (SW) not to far from a keyboard who know loads about CF. You might even think of forcing the flow (elect/mechanical) on a cue from CHT? Just a thought. http://fsae.com/eve/forums/a/tpc/f/1256 ... 55451/p/12 How great it is to listen to someone who has skills like yours - 'would love to see a picture of the radial - who doesn't LOVE radials. When Gilo came back from Everest I had a chat with him (was buying a motor at the time) about rotary motors and he was very open about the source of his power-plant - Germany and an adaptation of an existing unit. The tweaking by the Germans made the installation make sense I understand, as you suggest. Note the TBO - I guess they don't expect them to survive too many encounters with guns or missiles. A lot depends on how they run the thing, probably at 100% continuously to keep the speed up for the encounter. Also, military contractors thrive on reorders and replacements, I wonder what that does for the stated TBO times. Perhaps the 'real' life of the unit is a little higher - but if the cost is off the clock who cares anyway.

Tie a length of bungee to one ankle, attach that to the kick in strap. When airborne, 'find' the kick-in strap courtesy of the bungee and use the other foot and the bar to slide back into your seat. No hands required. No kick-in strap? get one. Not my tip ownership (MC via PD) otherwise the 50 would be welcome.