Hann__

I can relate to that, i have those behavioural traits too, especially looking at fields when out`n`about!! It`s as if flying is on your mind every waking hour - i think about it all day and if i`ve flown that day drop off to sleep going over the days events. Whenever i`ve had a decent amount of air over a short time i think to myself ` that`s it now, i`m satisfied for a while`, nope - whenever the next flying opportunity occurs i`m up there!! I have thirty five entries saved in my web browsers `Weather` bookmarks folder..... I think there`a a lot of folk who take it up and then drop out quickly because it`s not what they thought it was as seen from the comfort of their favourite armchair watching Youtube videos. You see a lot of barely used kit for sale due to `time/work/family/bad knee/dog died/other` reasons. I reckon for a high percentage of those folk flying a PPG just wasn`t their game - you`ve got to be a little bit of a free spirit..

It can only be one of two things then....? Either the clutch is slipping or something very, very odd has happened to your prop? Re-check that clutch?

So when the motor was running OK before this issue started you had 9000+ rpm and had difficulty holding the thrust when standing. Now, you still get 9000+ rpm but the thrust is so weak you can easily withhold it. Is that correct?

What a blindin` weekend for flying. Three epic flights, over seven hours and about 180 miles in total.

This is also what i have experienced in my PPG career to date - my landings were never as consistent as i would of liked and i went through phases of good landings then go through a patch of not so good.. I have been experimenting with trim settings on landings this year and i think i have finally settled on a winning formula - trims all the way out! You come in fecking quickly and i`ve seen descent rates at 600`/min or more, but just a moderate amount of brake will see you level off for an extended skim over the ground. When the speed decays as you say pull what`s left of the brakes to come to a halt. This method takes a bit of working up to but the flare control is extended over much wider window and you have much greater feel/control - don`t pull too much too early thought as you`ll gain height rapidly! It`s actually more forgiving using this method as you can make adjustments if you`re not quite at the right height and speed - the wing is much more responsive to inputs and you have 3 or 4 seconds worth to play with instead of the split-second timing required with trims in. I always found with trimmers in or near neutral the flare timing was critical, and you only had one chance to get it right. Brakes felt mushy and vague, too. My landing field is always awkward to fly from and land, the wind direction often bears no relation to what`s aloft and i usually land with zero breeze left at ground level for a landing cushion, and because of it`s topography there`s quite often sinking air at from about 50` as it rolls down from the higher ground late in the evening. It`s essential to have good control in landings like this... This is probably old news to the experienced pilots here who have been doing these types of landing for years, but the manuals and books i`ve seen always seem to advise trims in for max glide...

You`ve probably all seen this before, but for any that haven`t;

Two litres per hour! That`s incredible..

Wow, didn`t realise it was that heavy! At that weight it totally negates the better fuel efficiency. You`d still be better off with a lighter but thirstier motor with more fuel on board.. You don`t like (the) Bailey?

Does it have to be a 4 stroke, Ivan - what about a Thor 250? Both Morgy and Poz report some imressive economy figures with the large Polini.

Have Dudek discontinued the Synth 2? If so, what are they replacing it with?

This is interesting. Do these smaller `hot` wings make good XC choices - quick (cover a lot of ground and penetrate well into headwinds) but retain enough efficiency and lift to make them easy to fly with in a relaxed way?

Wings seem to be getting smaller - or is that just what we`re seeing in the media merry-go round? What size wings are people actually flying? **edit this is a follow-on to my musings on the `Freeride` topic..

I watched the video^^^^^^. Those American fellows are jolly excitable, aren`t they! Do you think they liked it...? I was amazed to learn that they were flying a 15M (no wonder it popped up so effortlessly in the reverse-launch shot....), so i looked up what size Freeride would be suitable for my weight range - 17M. I`m currently flying a 27.5 so the tiny 17M Freeride would be a hell of a jump in size and makes me feel like i`m flying a bus. I`m not thinking of changing my wing anytime soon but what i want to know is how are the latest wings so small yet able to deliver enough lift to match that of other wings like mine that are over 10 square metres larger - it seems impossible! Are wings creating so much lift nowadays that the size can be reduced so much? Presumably the speed would be quite impressive, but surely any engine will be screaming to keep level at that speed? Or, is the Freeride (and all the other smaller wings currently available from other makers) not typical in that they are similar in design to `regular` wings but are simply smaller in size and it`s their small size which makes them attractive to experienced pilots wanting the maximum speed and handling at the expense of having to live with a much more unforgiving and highly-strung character? ..i might be over-thinking this. I just wanna know how i could go from 27.5 to 17M and be within the same weight range.

Yes, contrary to what might be expected flying opportunities duting the height of summer can actually be less than at other times of the year.

Hi Simon. Yep, in the school environment where flight endurance and fuel consumption isn`t a priority but reliability is you can run the Moster at factory carb settings (leave them be!) and it`ll run at a cool ~180 degrees all day long and last forever. As soon as you tweak the mixture though the temps rise rapidly...

I`d like to try one, but i`m sceptical of their effectiveness - especially on my motor as the prop`s hub sits the prop blades a good few inches away from the cylinder head well away from where the shroud would be. They`re a bit spendy at 140 quid (anyone have one for sale?), so before trying does anyone have one fitted that can provide before and after results? My motor runs at about 220 degrees, which is quite high for sustained moderate throttle/level flight...

I got within a few miles of Newbury easily enough this week, so another ten miles would be do-able, and i`m used to rough camping when out on the bikes. Tarp it is,then..

Andy, did you train at Aerodromo Ordis?

I`m going to make it my goal to fly in to the fly-in, in 2018.....

Notam; H3584/17: Glider flying will take place Q) EGTT/QWGLW/IV/M/W/000/040/5046N00349W044 PARAMOTOR CROSS COUNTRY FLIGHTS ROUTING: 510345N 0024747W 511321N 0035112W 502840N 0044916W 510345N 0024747W UP TO 15 PARAMOTOR ACFT WILL TRANSIT AT 500-2000FT AGL. TIMINGS, HGT AND ROUTE ARE APRX AND MAY CHANGE DUE TO WX OR OTHER REQUIREMENTS. FOR INFO 07816 171616. 17-07-0182/AS3 LOWER: Surface, UPPER: 4,000 Feet AMSL FROM: 07 Jul 2017 09:00 GMT (10:00 BST) TO: 09 Jul 2017 16:00 GMT (17:00 BST) SCHEDULE: 07 0900-2045, 08 0325-2045, 09 0325-1600

This evening i thought i was also going to have to make one of those `phonecalls of shame`... I usually brim the tanks - 15 litres, but tonight i just used all of what was left in the jerry can from flying on Sunday - about 13.5L - which normally should of been enough for an easy three hours flying. I was on the home leg - unusually for me into wind - crawling along at just under 20mph and about 15 miles from the field when i got the mirror out and saw that i had unexpectedly used much more fuel in just an hour and twenty minutes than i normally would and `only` had 5L left - i always like to land with plenty in reserve `just in case`. I easily made it back with 2L left after a 2-hour flight but it was typcal that the engine used 1L per hour more than usual on a day i didn`t brim the tanks. .....and i wasn`t wearing my brogues.

No socks on?? You`re not in Spain now you know!! No, us English gentlemen aviators have a reputation to uphold you know, standards to keep up. I always fly in freshly-laundered (matching) socks and a pair of brogues, stay-press action slacks and a shirt and tie underneath ones flying suit, just in case of a forced / emergency landing or other untimely, unplanned return to terra-firma. If ever such an unfortunate event occured then i would always be welcomed into a local hostelry or counrty club to partake in a refreshing beverage ot two whilst arranging for my rescue team (the missus) to collect my flying machine and oneself from ones stricken predicament, whilst regaling the regulars with enthralling tales of derring-doo and other exiting skyborne adventures. Probably.....

Ivan, I have a used one (i never throw anything away!) which could help. It`s a bit flakey around the stud holes but the centre sealing area and `flame ring` are OK, it looks useable if you are stuck... If you want to try it - in conjunction with your sealing `jollop` - PM me an address and i`ll get it in the post. Do you know if Vittorazi are going to go back to the old version? Hann.

Personally, i`d avoid trying to get permission to fly from a GA airfield or farmstrip, try and get a local farmer on-side. Some pilots/flying clubs see paramotors as a `poor relation` and you may come up against prejudice. We probably don`t mix well with other aircraft, either (flying speeds/operational factors). Places like Popham would be a no-no, anyway. Fareham is in Fleetlands ATZ so no flying there, but find a field just to the North and you can easily fly around it - there`s loads of space to fly to the north - Meon Valley etc with 3000` ceiling, and the coast/Portsmouth to Hayling / Witterings would be very cool to fly over. Isle of Wight when you`ve got a bit of experience, too.