DavidG4

My son is about to buy a dudek reaction 31 and parajet from a well known auction site. Or hes seriously thinking about it.

He's a beginner at ppg but a jolly good pg pilot.  I said I would talk to Simon first but I'm not him...

What are peoples thoughts?

David

Ps not been on much.got made redundant and still havent found work.

25 minutes ago, Lee Jackson said:

Very good Alan, I've logged mine too and have a slightly different combo of the same numbers... 256 flights (212.5 hours). It may not seem logical to low hour pilots... but definitely still learning (and making mistakes).

Rich, the landing will just suddenly click, its just a matter of timing and technique. Just enjoy yourself, don't put yourself under any pressure and fly safe.

After a lifetime of commercial and private aviation I have worked out why we are always learning.  Basically, a pilot needs to know three things - how to take off, how to cruise and how to land.  Simple.  The trouble is pilots are a bit dim really (the only other animal I know who spends all day just looking out the window is a cat, not known for being bright sparks) so they can only ever retain TWO of the three things they need to know.

Some days I can fly well and land well but my take offs are "whoa!!! what's happening??".  Other days it's a creamy smooth take off and a good flight ending with a smackdown and some days its the bit in the middle that confuses me.

Consequently, on every flight I learn one new thing (bringing the total back to three) but by the time I go flying next time I have forgotten one of the other two things because the new thing has pushed it out.  So every day is a learning day!!!!

Just kidding of course...

Are they washing up gloves on your hands???   Once a boy scout always a boy scout...always ready for the unexpected 

5 hours ago, Lee Jackson said:

Sorry... I don't understand! Should we be upset or calm?

Neither yet.  Just stay as you are I think - even us amateurs haven't got a clue but its a good bee in the bonnet for some.  Whatever happens, amateurs or PPG pilots, we actually have zero clout when it comes to these things so be like the Buddah, go calmly to a pizza shop and ask to be made one with everything...

Just a heads up guys and gals...2m / 144 MHz is being proposed as a new aeronautical band in a 'land-grab' proposal from the French.  At the last sitting the proposal was 'unopposed' in any significant manner by anyone.  Obviously we as amateurs are up in arms - but if you're considering using it you ought to be aware.

144 and 1240 MHz on WRC-19 Special Focus page
The RSGB WRC-19 Special Focus page has been updated with information concerning the background for WRC-19 and the latest on concerns regarding WRC-23 proposals for 144 and 1240 MHz bands 

RSGB WRC-19 Special Focus page 
https://rsgb.org/main/news/special-focus/wrc-19/

Anymore news on this?  But speculation perhaps, but circumstances?

Well thats fair enough. I know from experience what you mean

Why is the school pushing what you regard as a wing that's too sluggish for you?  Not being funny but are you correctly reading your own competence vs confidence? Or do they just have a job lot of stings to sell?

I might be corrected but 10G20 sounds pretty rough to me

...or any engine for that matter.

I sold my old main air Blade a few years back and the first flight was EFATO!!  Oops.  second flight, third flight, fourth flight...all EFATO.  Something badly wrong yet when I flew it it was always sweet as a nut.  Ya can never tell.

10 hours ago, paraflyer17 said:

Just wondered if anyone has done any stats (or even just has a rough guestimate) on how many flying days there are in the UK over a year for paramotor?

Every other day? Once ever couple of weeks? What do you thing it would average out at?

And also, what windspeed are you basing that on both in terms of max windspeed and max gust windspeed (as both reported on the metoffice app)?

I seem to see a lot of paramotors advertised 2nd hand that have very low hours on, so it just got me thinking, especially with having to plan to fit around work, family etc etc and wondering whether the ~8k of kit I'll need to buy is going to be good value?

Thanks

 

How often to anglers catch fish? Golfers get a good score?  

Any UK flying is fraught with weather issues...its a waiting game for long months some times.  But...when you finally get the flying day it's all worth it.  IF you spend the 8k on flying, you will sometimes fly. If you dont you will always be a groundling.  The choice is yours of course. 

Frankly the BIGGEST cause of not flying in my experience is driving time to the field, whether full on powered flight,  model flight, gliding, pg or ppg. If the car journey is a ballsache you will find yourself making excuses why yiu can't go.  If you spend the cash and get into flying (anything), find a location within an hours drive...(I know some drive longer, but plot the graph) and then to hell with the weather.  

22 hours ago, AndyB said:

I have a huge nose, which helps greatly. Can't tell about the ears, but I suspect they would reduce the efficiency of the rudder.

Yes, of course.  Like the feathers on a shuttlecock!  The nose has it then...Anyone remember the copper in 'The Bill' who had a massive conk?  Reg Hollis the character, Jeff Stewart the actor.  Great big rudder!!

Threw mine at BFR too...scared the hell out of me.  As for actually "flying" it...as my old PG instructor used to tell me "its for saving your life, not your legs".  Don't do it.

22 hours ago, AndyB said:

I really do find slide slipping my Roadster and using my head as a rudder works well. I just have to straighten my head when my feet touchdown. Admitidly, it can be difficult to see where I am going and this has resulted in some of my cross wind landing going off-course (well that's my excuse).

Does efficacy depend on the size of one's nose and ears??

13 hours ago, HangTen said:

 Sideslip is exactly what a crosswind landing is.   You're "slipping Into" the wind coming from the side in order to stay on the runway center line. 

If wrong, by all means educate me before I hurt myself 

There are two techniques for crosswind landings...wingdown and crabbing. Crabbing is by far the easier.  Crab to the flair then kick off the crab just before touchdown. The aeroplane will fly exactly as you're used to all the way down.  

The other way is wing down...you fly a straight approach but One wing down (the into wind wing) so that the plane is always slipping  sideways but into wind so that the track over the ground is straight. In this technique you do not cross aileron and rudder.  This approach requires you to level the wings at some point but will allow you to touch One wheel first.  This approach means the aeroplane is never really level all the way down so its never quite 'normal' and thus may be more difficult. I'd use the crab.

Your sideslipping technique, using crossed rudder and ailerons, is wrong because thats not what a sideslip is for.  Sideslipping is a way of increasing sink rate in an aeroplane with no flaps, it is not a method for dealing with a crosswind.  It has the disadvantage in a crosswind of having crossed controls AND increased sink rate which, at the flair when you kick it off, dramatically reduces...so you float, and if you float in a strong crosswind you will float sideways.  

Definitely try to use a crab or wingdown technique for cross wind landings and keep the sideslipping for shortfield and for fun...which is certainly is.  Edit...just a thought.  Not all flapped aircraft are actually cleared for sideslipping. It puts quite a force on the fin and can blanket the controls.  Caveat emptor

On 6/9/2019 at 6:17 AM, HangTen said:

You're probably referring to Northwest Airlines Flight 85.   That was a lower rudder hardover.

There have been several. One was Singapore I think. Might be wrong 

On 6/9/2019 at 6:17 AM, HangTen said:

The actual "redundancy" in that case was the use of power adjustments from the engines and ailerons.   No injuries. System failures that would likely result in catastrophic loss of flight control generally have redundancies.

I sometimes use full rudder in combination with ailerons to do heavy cross wind landings. 

You don't mean heavy landings I hope.  Using full rudder and ailerons will give you a sideslip.  There are better cross wind techniques. You also do not need to always use full rudder.

 

Rudder controls yaw, ailerons control roll.  I had to practice those a LOT to get better at it.  

What can I say? 

If you figure out a way to avoid memory loss as you get older, please contact me 

Cheers Andy.  I always find it interesting that in a theatre the stage  lights are bolted to a pole which is suspended.  But the lights ALSO have a metal rope loop round them...just in case that well engineered bolt fails!  Likelihood...low, outcome...catastrophic.   Im with you.

51 minutes ago, AndyB said:

The one failure caused hard lock over at beyond normal maximum travel....and was on a 747-400 if my memory is correct (might not be).

Several B737 were lost due to uncommanded rudder hard-overs.  Aeroplanes are not steered by their rudders.  Rudder failure is not an issue, rudder hardcover IS.

As for using a loop rather than a caribina as a safety item, in PG some deaths have been caused by sudden stresses of one loop on another - heat is instantaneously generated and it  melts the fabric.  Not a good result.  I would prefer two carbines for sure.  Risk assessment, (not worry) - chances of failure...low. Result of a failure...catastrophic.   Answer...double up.

I used to fly a Mainair Flash but in the end the sight of just one main bolt stopped my flying - too much time in heavy metal with redundancy maybe, but I eventually couldnt hack it anymore.

No answer to the question re using two.

I was told when paragliding never to use two because of the odd strains on the loops and the abrasion between the Two caribinas. But I still think two is better than one and i remain unconvinced by the arguments against. 

For a.minute there I thought, Jersey, Wow...nice place - beaches, sea, boats.  But "dollars" gave it away.  Sorry.

Maybe its just some customers....

Seriously?  Captain Fister?  Is this a porn script I've fallen into???

Nice info. Thanks

I think ive sent yiu a pm

8 minutes ago, Kira Zilla said:

So my question was does my paragliding  EP/CP training (in the UK) allow me to get up faster as I imagine they share theory and handling skills or should I sign up for a full course? 

I just want to know what to look for. 

You're not being ignored...

You need to phone around I think.  Whilst it seems this forum is the centre of the universe, it is just a forum...