powerlord

I've been 'caught' in cloud a few times. Once PGing over Babadag - got sucked into some life and before I knew it I was in a cloud. All I could do was keep flying and hope I came out it. You really do lose all idea of direction. The last time was in Glencoe - cloud base was about 200 feet above the top of the Anoach Eager ridge, and it was all fairly benign flying around 2000 feet along the glen, then it just sucked me up into it. I was now in cloud and new that there was a good chance if I tried to come down from it I'd have lost direction enough to hit the side of the mountain. frankly, I was shitting myself - I flew IFR basically via my GPS (PPGps) andjust headed out into somewhere I knew there should be no mountains (loch leven). I've never been so glad to see land again. On 'tother hand, flying AROUND cloud, and maybe whipping though the odd little edge of it has gave me some of the best flights I've ever had.. so it's all about reading the conditions I suppose. and one where I was a bit of a dick for balance - there was cut here - but it was another one that just came in so quick and I found myself above the clouds, with no where to go - I had to just hope the GPS was accurate and slowly descend into what i hoped was a valley - again heart in mouth and no fun at all.

that must have taken ages to do Steve - I've printed it out to read in the hot tub excellent work.

I don't remember reading about this one here, so fyi http://footflyer.com/Safety/Incidents/2017/2017-06-10-PHX-Paramotor-Fatality.htm

ah, yes nothing wrong with a shear load. Though it's a pin in the parajet - not a standard bolt. I dunno what it's rated at though. As I say, I'm not a mechie engineer - but all I'm saying is bolts (like screws) tend to be hardened for tensile loads don't they ? there are usually no published specs for the shear loading of bolts. though I believe it's typically 60% of tensile - but that's across unthreaded part too - which there is none if I remember correctly? Having a specific pin, parajet at least had the opportunity to specify specify shear load requirements for the bespoke part. though frankly I've never like that either in the parajet. But as I say - frankly I have no real idea what I'm talking about - all I can do is compare against others where there's a bit more than just a basic bolt through a hole. But you are probably right -safe as houses. But a safety straps wouldn't add much weight at all - and that helps not just if it does shear, but if by user error the bolt works itself loose (either lose enough to take too much shear force, or all the way out), you've got a safety strap there that might avoid and extremely dynamic event ? basically - what Jeff says. I remember flying my PAP once, and later, noticed that bolt through the swing arm was loose, and hanging out about 1cm... totally user error. should have noticed in pre flight check, yada yada.. but I didn't. it wiz fine. but if it had vibrated itself all the way out, having a safety strap might have saved my life. Again, some other machine don't have em either.. everything is a compromise, etc, etc - but that doesn't mean we should just ignore it or sweep it under the carpet imho - no harm talking about the cons as well as the pros of a machine - there has yet to be a perfect paramotor created afaik....and until one comes out that weighs 1kg made of pure Adamantium, produces 200kg of thrust and runs for 4 hours on the built in lithium-unobtainion battery, that's unlikely to change any time soon stu

yeh I did that Vince, but I still prefer to have summit there to stop my hand from getting sucked into the prop frankly. It was an easy mod to make. Takes no time to do when assembling. I post only so others can do if they want - no permanent modifications required. For example - aborted take off, prop on full power, you lose your balance and can't press engine stop, hand goes down to ground to brace you, and could easily go thorugh that hole.. bang.. no more hand. If they are taking suggestions - that's one I'd say - make the loop and netting such that it leaves no gaps at all at the bottom - I see no technical reason why they can't do that. Sheer load wise - I agree with Andy - I still think it's mostly a shear load - though he seems to know more about this stuff than me so I'm only speaking from what I see ? And no safety straps if it fails. Jeff Goin (of paramotor bible fame) made the same comment when he reviewed it. In fact he made the same comment about the cage netting too reading it again: http://footflyer.com/Equipment/Paramotors/2016/AirConception200/Paramotor-review-Nitro200.htm Not saying it's unsafe or having every caused problems, just saying it's a machine of compromises (like every other machine every built) - and that's one of em. Personally I'd be happier with a sheathed bolt or spigot/grommet type design and a safety strap for the sake of 200g or so - especially considering at least 2 deaths in the UK (not on air conception machines!) were due to the swing arm mount sheering (albeit under extreme load during acro). As I say, every machine is a compromise - has it's pluses and negatives. I like my nitro. But like every other machine I've ever owner, or car, or bike or motorbike or whatever - there's gonna be things that don't suit you. I just though it worth pointing out the cage/netting one so others could fix it if it bothered them. Arm wise - as I say - since I bumble about the sky like a sunday driver I can live with it. fuel economy wise it's as I expected - I think some of it is that due to the extra power I probably lose and gain height more during flights now too, since it's easier. Not an issue. Once I've put some more miles on it, I'll see if she's running rich, but for now, happy to keep sticking fuel in it rather than buggering about with anything tbh. To come back to the prop, I think a super light prop is probably more important that we usually give credit to for making the machine easy to handle. During changes of direction during launch, aborted take offs, etc,etc I really notice the lack of gyroscopic force over something like the much heavier Helix type. And vastly lower than big old wooden ones. If someone is struggling with an unweildy machine, they might find fitting a lightweight e-prop like on the AC (and other modern machines) helpful. stu

strength of cage is a difficult one. I broke loads of props in my parajet volution - and that has a very strong cage. But all the engines are on rubber mounts - in the bump to the ground the prop will come into contact with the cage and smash it. same for every other paramotor I've owned. Even my old JPX330 1.3m which had a double loop cage - lots of clearance, but in a crash, you'll still lose the prop. So for me cage is about protecting ME from the prop, not the prop from the cage (or ground). And that's not about cage strength as much as good design - the original volution being an example of terrible design for example - you can fit yer fist through it So for that, it does a decent job* - it's pretty solid all up. A bit more flexible than the bailey v5 or PAP cage, but not much. Certainly nothing that would stop power launches I'd have thought - though personally I don't do em and have never seen the point. What might stop power launches is that there's not a vast amount of clearance between the prop and the cage - the prop sits outside the cage like most single rings, but it's pretty close to it if you were insisting on power launches. But no more so that some other paramotors. As suppose adjusting to not power launch would be the solution there. I agree with Simon about the arms - I don't like em either - using a hardened bolt in sheer load is not a great idea. They are not meant for that. There should be a full length mild steel cylinder washer over the length of the connector like the PAP. mild steel sleeves bend, harndened bolts snap - that's why hardened fasteners are not used for large sheer loads in most engineering applications. However saying that - I bumble about the sky so they are never likely to face any significant loads, but it's an easy fix and 'it's never had a problem so far' is not an answer for a basic engineering mistake. *I have also changed one thing - which is that the netting left massive gaps at the bottom of the cage each side - imho this is precisely where your hand is most likely to be dragged into the prop via the throttle cage, etc** - and unlike above the cage, your arm movement is quite happy to let that happen... So I thread up the cage with the tightener BELOW the bottom side frame cross struts rather than above them - this leaves a smaller gab - I then use 2 velcro straps - one each side across the remaining gap - this stops the thottle cable having any chance of going into the prop and/or my hand or arm. **and I speak from experience as thats exactly where my hand did try to be dragged in on my castelluccio, and it was only because the strap around my wrist broke once my hand pushed against the bottom netting that means I still have 2 hands. However , other than that I've so far found taking the cage apart and putting it together far less of a hassle than I thought it would be - once you get used to it it take less than 5 minutes each way (I timed it). And unlike the bailey I can leave the prop on and fit in the motorhome, so I save time there - overall I think it's about same set up time as the 4 part bailey + putting prop on. Weight wise though there is one other thing to bear in mind and that's fuel consumption. With my top 80 and my v5 I pretty much never used for than 2.5l per hour. So usually flew with 5 litres in there knowing I had enough for 2 hours whatever i did and I never fly longer than 2 hours. The nitro is far far thirstier, and far more variable too depending on what I'm doing - so I can only be sure I'll get 2 hours by sticking 10 litres in there. that's an extra 4kg or so of fuel I'm flying with, which is somewhat offsetting the weight savings I suppose. Overal though I AM getting that extra 10-15kg of thrust for the same of a bit less weight (fuel adjustment made). That's probably made a bigger difference that the weight to successful takeoffs I think: 1. need less space, less running, more take off sites possible 2. if i do screw it up, the light momentum of the prop and top of the cage make it much easier to stop running, stop engine, etc and not end up falling and damaging something. Probably the very light prop has quite a lot to do with that - the momentum and gyroscopic force of a bug old wooden prop probably leads to lots of fails aborts (i.e. aborts that end up in you falling or prop damage, etc)

I just want to put a shout out there for CustomAir, Vince and Air Conception. I've been up in scotland for a vacation/flying. And on my 2nd flight on the air conception nitro something went ping soon after take off... I couldn't work out what was wrong at first as things seemed fine. Then when I went to tick over at 3000 feet, I noticed the prop was still spinning - no clutch any more. On landing I found the clutch had gone and locked on - the pads breaking up and locking on. It happens - no biggy - I used to have a top80 and the clutch went on that once too. But now I was in scotland 3 days into a 14 days flying holiday with no paramotor. Vince had one in stock - turns out they had some issues with the clutch glue on some clutches, it was sorted quick by AC, and he had the new ones in. He got it to me next day WITH the puller tool I needed to stick the new one on. 30 mins of fitting later (via 3 great step by step youtube videos), and I was back in the air for 2 more great flights before the weather closed in and the only paramotoring you were gonna be doing was one way trips to Sweden :-/ All our motors are made in small numbers by little companies. They are all suffer failures or problems here and there. What I have been very impressed with so far is how air conception cope with these when they are reported - they seem to constantly be making small updates whenever issues do occur, and make there customers aware of them asap (via Vince, etc), and they have great dealers such as Vince with parts in stock ready to help when stuff needs. Sometimes folk are quick to moan, but not so quick to praise, so I thought a thank you was in order. stu

yup I've got a nitro too (with clutch and leccy start). though I'm not anti heavy motors if you get something for the weight (lots of power, lots of strength, etc) most of the cases you don't get that. It's hard to beat the nitro for power to weight. the cage is not as strong for sure, and is a bit of a faff to put together (though no more than other light weight jobs like the miniplane), but I do notice myself that I have no compunction at briming the fuel to the top of the tank and still walking 100 yards with the motor on my back and carrying my wing, helmet, etc. I can't say that's the case with any other motor I've had other than my pap top 80* (bailey v5, pap top80, parajet volution, castelluccio fly 100). And I have weak knees (had 4 cruciate ligament reconstructions), so unless I get landings completely smooth, if they are a wee bit hard I end up on my arse rather than risking my knees. My arse/feet ratio was maybe 50%. With the air conception so far (10 flights) it's been 90%. So it does make a difference for sure. stu *I think even the top80 was 3kg heavier.

metoblue for example, gives you wind speed by alti www.meteoblue.com i use them all the time, I love there all in one meteograms. there's an app too. https://www.meteoblue.com/en/weather/forecast/air/estepona_spain_2517816

i got a set years ago from a PG shop. they never really worked right though - always were on the verge of popping out. with my bailey, it was quite a lot of force for full 100%, so what I used to do was stand up basically. not comfortable, but usually unless you've really screwed up your flight plan, speed bar is only to get you out a quick jam or so - I could get 60% speed bar or so easily with feet out front, and that was enough most times I wanted some xtra speed. the ones I've got are like a wee clip, with a hook on the end and little quick release tabs - you clip the into one of lines on speed pulley, and then when fully engaged, push the hook through the bottom of the riser loop. Then the idea is, a slight pressure on bar, or push on tabs releases them. But I found they would never really stay put and kept slipping out.

fair enough, I was quoting the dry lapse rate (wrongly) https://en.wikipedia.org/wiki/Lapse_rate yours is much more likely of course and I should have quoted the ELR. my bad. brass monkey freezing one way or 'tother

thanks - appreciated. frankly it's one of those things most pilots will only do once for the gimmick of it I imagine. I've had two flights up beyond 10k* - and though they were both fun, they were also very very cold, and I did feel a bit exposed up there - best will in the world - no GA pilots are gonna be looking for you up there (no jokes about GA pilots not looking whatever alti yer at...). It's good to know others are free to have a go if they want to. So now we know the law allows it, here's a few tips for those wanting to attempt it: - limit yourself to 10k first time - check you have class G up to that level +1k or so - use common sense - some class G is busier than others - chose somewhere quiet. - only do this in near zero wind - since at alti, it will be windier and it will make things tricker for land outs, etc. - fly with ground speed indicator (e.g. GPS) since at 10k you won't be able to tell if you are making progress/flying backwards in wind - fly upwind all the way to 10k - so your options are open for the decent - worst case engine out and you will still be ok to get back - if possible fly on radio with a friend, or even with a friend on ground - even 10k can effect some people with the lack of oxygen. comms might help them notice it's affects on you/ - wrap up massively warmly. at approx 3 degrees per 1000 feet, it's gonna be maybe 30 degrees colder than ground at 10k. wear face mask, gloves, multiple layers. - take a camera post on youtube, and then enjoy as 'americuns' start commenting that it's an illusion, and that the earth is flat *well a third, was just below 10k in Slovenia to try to clear Triglav, so I won't count that un.

Ivan - very very nice answer. much appreciated you went to the effort there. did you ask them about oxygen ? that's the other bit in there. However, very good to know.

there is no max height for wind speed and turbulance. especially turbulance/rotor - that is far less likely the higher you go. wind speed does tend to get higher as you go higher but not ridiculously so. It depends on weather conditions, etc. I usually fly cross country - I'm usually between 500 and 6000 feet. To a high extent (clouds, weather, wind gradient, airspace, etc permitting) - the higher you go, the safer you are: - more gliding range - more landing opportunities - more time to restart an engine - more time to recover a wing, or throw a reserve. Obviously it does get colder with alti - look at lapse rate: https://en.wikipedia.org/wiki/Lapse_rate but basically about 3 degrees per 1000 feet. So always wrap up. I flew about 40 miles tonight across suffolk. It was a Easterly wind of about 8mph on the ground. There wasn't much strength in it, and I flew flight at between 100 and 2500 feet. At 2500 or so (over built up areas) it was around 12mph wind. It was 20 degrees on the ground, but I flew with trousers, base layer, fleece, then light wind stopping fligtht suit and gloves. As the sun set I was glad of it. On the way back (flying with the wind), you can see i made a bit more progress. stu

10 years. wow. I feel older (er) I remember calling Giro on his mobile then 'cause my parajet I was flying at time was back at the factory being repaired and they'd not got back to me. I was moaning to him about the fact he needed to get his finger out and sort it out. He was apologetic, promised he'd try to hurry things up, then admitted there was a limit to what he could do, since he was in the foothills of the Himalayas ... As excuses go, it was a pretty good one. stu

not quite I don't think. From ppginfo (http://www.ppginfo.com/airlaw.html) and I think this is still unchanged for donkeys years: Visual Flight Rules (VFR) Rule 26 Rules of the Air Regulations 1996 These rules govern the procedures for conducting flight outside controlled airspace under visual meteorological conditions (VMC). The requirements are designed to provide sufficient visibility so that other aircraft can be seen and avoided. VFR flight is only permitted when conditions are equal to or better than the the VMC minima. VFR flight cannot be conducted at night (night means 30 minutes after sunset until 30 minutes before sunrise at surface level). Rule 5 Level Flight Visibility Distance from cloud At or below 3000 feet amsl 1.5 km VIZ, Clear of cloud AND in sight of the surface Above 3000 feet amsl to Flight Level 100 (i.e. 10K - our max alti) - 5 km VIZ, 1000 feet vertically and 1500 metres horizontally So strictly speaking you only need to be able to see the ground below 3000ft to be legal. I mean, you'd have to be bloody stupid, but it would not be illegal to fly at, say 6000 feet, with a 100% cloud cover, cloudbase at 3000 feet. Of course, you will be breaking the law when you fly though it to land (or splat yourself on the side of a mountain)

that's the one - good find Ivan - I was searching for 10,000 and transponder and FL100 - but NOT "flight level 100'... good find. I agree, this sort of stuff is not easy to find in amongst the 100s of pages sometimes, and though some folk have tried to do a good job of summarising things it's worth always being wary of non primary sources - that ppginfo stuff for example is 2008 - really out of date. Only in 2015 for example, major changes happened to the LFAs in scotland .. though I suppose strictly speaking that was airspace changes but I got caught out similarly - finding secondary sources which were completely out of date and only later seeing the proper up to date info when I got a refreshed airspace map.

our wings are tested with trimmers in yes, but they are not detachable. They are part of the original design. The jojo had none. it was tested and certified with none. It was then retro fitted with trimmers. It was never tested or certified with those trimmers fitted - in or out. that's the difference is it not ? Many of us have asked for testing to cover trimmers out on PPG wings over the years, but it's never been done - it would have to be totally different tests, etc (have you tried doing an asymmetric on a reflex wing with the trims out ? it's impossible) AndyB - it's good to see you admit this sort of thing - you won't be alone. I'm not much better - I've read what to do - and when I did my first PG training 17 years ago for the first time I did partial collapses, big ears, etc, etc and it gives you a lot more confidence (flying with only half a wing inflated for example) But, if I had a major collapse I'd pretty much revert to hands off, and try to damp any pendulum. That and knowing I might need to opposite turn myself out a spiral is about the limit of my expectations if I have in an incident.Frankly I think I'd just chuck my reserve. I did manage to stall my ozone geo II free flying in Olu Deniz and absolutely shat myself. It came back up, inflated, and I just damped the oscillations when I landed (and changed my pants). that was enough to put me off spirals for the rest of that holiday* If you are keen to learn more, I'd suggest an SIV course - lots of pilots I know have taken one (or several) and have sworn by them - as great fun, and useful. They scare the bejesus out of me frankly, and as I'm also happiest bumbling about the sky at 2000 feet taking photos and not doing acro or low level numptiness - I feel I'm pretty safe. But if you do put yourself in situations where the risks are greater I'd suggest an SIV course would be worthwhile. As for reflex - as you'll know - our wings are very very stable with trims out, but any collapse that does occur can be extremely dynamic. afaik this has only occurred with people really testing the envelope - not in normal flying - but it's one of the reasons why flying with trims out under 500 feet for example is not a great idea (imho) - you are more likely to hit rotor or turbulence of any sort, and have far less altitude for the wing to recover if it does go - and though there's arguably less chance of it collapsing - it's likely to be a very dynamic and dangerous event so close to the ground - hence the common advice to go to slow trim when you are low *then I later managed to half collapse my wing after take off and smashed my face in - picture attached - not done a lot of PG since them tbh... nasty non motorised tree huggin nonsense

it's all in the ANO: https://publicapps.caa.co.uk/docs/33/CAP393Ed5Am1_OCT2016_BOOKMARK.pdf p148 covers supply of oxygen. p145 - covers other stuff (e.g. transponder) you need above 10k. damned if I can find the transponder bit though - maybe they removed that last year ? I know it was tricky to find the first time - and I needed it pointed out to me.

It's a great feeling isn't it. I loved turning the engine off and that long silent glide down. paragliding from olu deniz is similar. Having done this myself howrver,and looked into the law for UK unless things have changed some of your info is incorrect - just in case others copy. You are not allowed to fly above 10k in UK without: 1. An oxygen supply (you MUST use this above 14k but it has to be AVAILABLE above 10k) 2. A transponder. Not having one would require CAA exemption for the flight. And AFAIK no one is flying a paramotor with one at present. Happy to be corrected, but this was certainly the case a few years ago when I did some high flights looking to set a UK altitude record. Too much hassle in the end so did a few 10ks and left it at that. Also, regarding hypoxia - it is rare to feel the symptoms. It is not uncommon to simple pass out. And it's a weird thing. I've lived for months at 11k alti, walking and skiing at 14k so I feel I know I'm OK up there but there are cases of similarly adjusted people who suddenly have problems. and I'd say about 20% of folk I knew had real problems even at 9k or so. obviously the results of blacking out while skiing or walking are going to be painful, but probably survivable. Flying - possibly not so much. So for folk thinking of doing a flight to 10k - take it very very carefully. Fly with a friend on radio contact , and maybe stage over several flight - working up to 10k ? Stu

Turbulence goes miles down from then. there's some studies or videos I've seen. Sorry can't citate. I've flown over about 3x height OK, but don't go near em downwind - my advice would be leave about a mile. I suppose if they are downwind of your take off you'll be OK. maybe only use the field when that's the case ?

Dunno if that will work embedded. If not click bottom right to go to YouTube and watch it. For those who've not seen 360 footage yet - if it looks all warped like the thumbnail above it ain't working. Some browsers work (Firefox, chrome) but best is the native YouTube app on yer phone or tablet - you can then just move the device around to see above, behind, etc. Or of course you can use a proper vr headset like occlus, gearvr, vive, ps4, etc Stu

if yours has a clutch you might get away with that, otherwise it's a pretty bad idea with most engines - the prop is the flywheel - most won't even run without a prop. But I agree with your next bit - there's no excuse that's a good excuse - run it on your back ONLY. that's it. I had an argument on the comments with a guy in youtube starting his air conception nitro (clutched) on the ground and leaving it running and walking away. he refused to acknowledge issue - 'its got a clutch', 'im careful' bla bla. he'll either get away with it, maybe encourage others to do the same, or he won't. all it takes is a broken clutch spring and a stuck thottle, and bye bye appendage. I just do not get the reticence to start on your back from some people - do they not see that big sharp spinning thing going round at 300+mph ? I spent an hour picking bits of minced fingers and bones up from a field in spain once at Las Candelas - I have no wish to ever have to do that again.

combination of factors - personal stuff mainly, and on top of them - weather forecasts not giving me good enough excuses to fend the others off (I've a 9 hour drive round trip) - means I gave up my place on this beginning of the week. hoped to sneak back in tonight if things worked out and a place was still available, but it's not to be. hope u lads have a good weekend and get some flying in. Hope to meet some of you at another fly in. atb stu

oofsk. My heart was in my mouth watching that from the start - I think all I could look at was that carabiner. lucky lucky boy. With best will in the world, we are all only human and feck up now and again - I've had time when I've been flying on occasions in the list 12 years and then noticed: one of my risers is twisted (no biggy) - have I got control. is it flying ok - fine. leave it. my chest strap was not done up (er.. a bit more of a biggy). do it up. one of my leg straps was not done up - clip hadn't clipped fully and had undone on takeoff (arg... you feckwit). do it up and if you can't land asap being aware of it. best will in the world, one time your rushed, or have had 3 or 4 aborts and unclips and get hot and sweating and that's when you can make mistakes. Best advice I can give is: - have a routine sequence and NEVER break it. EVER EVER. Extend it to almost like some sort of OCD thing eventually it will stop feeling silly and start feeling natural. for example, my leg straps get done, then my chest, then my shoulder brace, then my dash gets attached. then I stand up, then I sort right brake, then I sort left brake... that kinda thing. I never sort left brake first. I never sort chest strap first. That order and routine, eventually gets ingrained. - be aware of distractions that will affect it (maybe someone is talking to you as you go through your prep for example - so apologise and tell them you can't talk to them now, can they please leave to to your preperations - cause that will be when you do something like break out of your task prep order - maybe your lucky, look down and realise while talking to them you've just done your chest straps up, but totally forgot your leg straps and go back... maybe you don't and they stop speaking and you are like 'ok chest strap done, now shoulder, now stand up, etc' - it's all it takes. - if you start to get stressed or tired - maybe you've had a few fails or feel pressure for some reason STOP. unclip. step away, rest. stu