Treetall100

We were supposed to get some flying in tonight but my instructor called and cancelled as a light rain was coming. Plus they were calling for 15-18 km winds from the East. When they are from the East it almost always very rough and turbulent. "Good call!" teach!! Hopefully back at it in the am. A few more flights then another 8 hour drive home. Hopefully do a local flight sooner than later. Once home I'll still be under the guidance of my instructor for my fully solo hours. I'll just have to text him the weather conditions and local and he'll either give the go ahead or not! Was asked to join a group of 10 paramotorists from across the river from Ottawa. I found them on a paramotor forum from Quebec, Canada, for $30/ year we have access to our own field. Gotta jump on that deal! I do have sites on my side but will be nice to have the camaraderie of others that enjoy the sport! More to come....

Well all is going amazingly well. Ground school done on Saturday and by 2:00pm we wrote our student pilot permits exams. Passed easily. At 3:00 pm we hit the field and as I had been kiting for a couple months the instructor told me I was ready for my 1st solo. Wow what an experience!!! Up up and away and off I went. It was getting a little late and managed a good 15 min flight ajusting to all the new sensations. I was guided by radio and made a easy touch down albeit I did a little 2 foot drop at the end! As of today I have 27 flights under my belt. The last bunch were touch and go's, they actually count as a flight. 3 more flights and by Transport Canada standards I'll be good to go on my own. Wow I imagined what it would be like but it's even better. I did have an engine out over the field because of gas but landed without a hitch and have to say all my landings have been smooth as silk. Dead tired today (leg straps in the groin tendons pain) and I had 4 forward inflations in zero wind, one after another. Ughhh I am beginning to despise foreword inflations!

Just packed up the RV (1988 Ford Camper Van) and am heading out for the 7 hour drive! Start my ground school 1st thing Saturday morning! I am SOOooo excited!... Patrick

Hi all, Well I'm a whole three days away from starting my course. My Kangook (SN: 2408) was registered with Transport Canada with the lettering: C-IKDT The "C" is for Canada and "I" is the Ultra light designation...the rest they gave me...too bad because I could have chosen from a list of available registration marks for an extra fee, there were some neat ones! I also picked up my liability-only insurance at a cost of abotu $120 Cdn. How does that compare with overseas rates? A friend has lent my his camper van while on course which is 7 hours away near Nagara Falls, Ontario. That will save me some cashola on lodgings. Started a small blog also for anyone interested.... http://www.treetall100.blogspot.ca/ Cheers, Patrick

I bought the Horus helmet from "Light Touch Films" in the States I bought the cables for my Icom IC-A4 (older) and another for the walkie talkies. Both cables allow me to connect my IPhone to it too at the same time. When I get a call though on the other systems my music cuts out and I am able to hear. Patrick

Do you mean...construction type work wear? Patrick

http://www.ifixit.com/ I used this company. Good experience with them. Sent from Canada on my iPhone

Thanks guys! Yes still in Ottawa and snow is all but melted and +5 C weather finally! Hoping for nice weather during my one week of full time training in St. Catharines, Ontario. If yhings go as planned I hope to do a scenic tour of one of the modern wonders of the world...Niagara Falls. Brasil...wow lucky you. But Canada has some amazing flying and I hope to get in a lot of air time up by my cottage up in Quebec. Patrick Sent from Canada on my iPhone

A great newscast from FOX News in the States on Dell! http://fox13now.com/2013/04/08/man-kick ... ge-ensues/ Sent from Canada on my iPhone

Helmet Made myself a t-shirt for my course for fun, my subdivision is called Westboro: Now that all that background info is done with...I'll be posting as I go...hopefully learn too. Patrick

Hi all, Been on this site since last year and learned a lot! Actually learning every day as I slowly sift though old posts and retaining as much as I can and keeping up with the daily posts. A little point form history: -Ex-military Policeman in the CAF (7 years) -Re-trained as a cabinet maker at age 26 -Worked in the trade in all sorts of shops -Got hired on as a full time Master Cabinet maker/Furniture maker in the Nation's Capitol Ottawa at Parliament Hill. Dream job. -In my early 40's with two young boys (10 and 12) and a new partner Melodie (6 years strong) I love to build things, go carts, dune buggys, 16' electric launch (boat) and decided on getting into this sport. Signed up for a course (May 4th 2013) with the most well known instructor in all of Ontario with a great track record. Over 4000 powered flights. Picked up a used, under 20 hrs, wing (Windteck Kinetek Plus) 30 meter and have been kiting it for a couple months in the Canadian snow. After much talk with my instructor, I decided to buy my motor and chassis for my course, so I could fly MY equipment. Ended up with a RS Ultra Kangook Classic with a Vittorazi Moster 185 motor. I am 6 foot 2 inches tall and 220lbs, so the motor and wing should be ok. In the process of getting my registration letters and doing the paperwork for Transport Canada so it's all legal to fly in 3 weeks from now. I also picked up a Horus Helmet with the NAC Sidetone...Love it. I have a couple cables so I can use my FRS (family radio system - walkie talkie) or my aeronautical radio...an ICOM IC-A4, both of which I can hook my IPhone into and listen to tunes or make a phone call, if need be. A few pics:

Hey Simon! A lot of movies aren't showing up on my iphone app...is it because they are FLASH??? You can tell from the text that there should be a movie, but nadda nothing! Sent from Canada on my iPhone

This guy just doesn't get it. He just doesn't understand that there are others in this sport and we love and cherish it so much. He will ruin it for all paramotoists in the states (small s) for everyone. They'll be regulating in no time! http://youtu.be/qlRb5fWkwvQ Patrick Canada

Wow i love it. So much easier on the iphone now. Thanks Simon!!

Ughh. When i 1st looked into this sport, i went to Utube to inform myself. This guy is plastered all over it. 9 out of 10 videos are his. He must have web marketing staff working around the clock to infiltrate the net like he does. Glad i did some research and saw what he was really all about! Canadian brother!!!

You'll lose and miss all your wonderfull IPhone Aps!!!!!

I bought the Horus PPG helmet over here in North America. Fits amazing and the electronics are very up to par with the task. I use a frs radio (cheaper walkie talke type) and a hand held aviation radio. I bought it with the side-tone (extra $$$) but worth it. I also like the fact that I can hook up my IPhone to it and listen to tunes or make a phone call if needed while attached to my other radio.

Can't wait to try it out Simon!!! Patrick

Nice pictures! Are they GoPro snap shots...seem dark around the edges! Congrats on no. 3 of 2013!

I'm taking my paramotor course in May and bought myself a kite to get ahead of the game. I bought a mountain climbing harness and modified it a bit and it works great, although I have no other experiences or harnesses to compare it to! I think the harness cost me about $57 Canadian... These photos where taken by a freelance photographer just walking by (he emailed these to me). I was on the Ottawa River near where I live in Ottawa Ontario, Canada! Wind was great and I had a great time...

....or in your sister country...CANADA!!!

Causes: In both carburetors and fuel injectors, fuel is metered through small, carefully calculated orifices. Over time, fuel evaporation and volatilization gradually can cause a buildup of gums and varnishes in these openings, and if left unchecked can block them, restricting fuel flow and compromising engine performance. What kind of problems can occur from old gas? In storage, gasoline immediately starts to oxidize and deteriorate. The older it gets the more it deteriorates and the more likely it will cause hard starting, performance issues and gum deposits that clog the fuel system. If the gasoline in your fuel tank and carburetor has significantly deteriorated during storage, you may need to have the carburetor and other fuel system components serviced or replaced.

Great video..even sped up!...I posted it to my facebook page to show family what this sport is all about. They don't really get how a chute can go up with a motor. Good work!

Dell....please do not deal or talk with this man, see below link: http://footflyer.com/Misc/Dell_Schanze_WPPGA/Dell_Shanze_WPPGA_Flattop_Sham.htm Nothing but bad ethical and business practices...

Taken from another site I visited: Articles of Interest -------------------------------------------------------------------------------- 3-blade vs 2-blade propellor Written by Keith Pickersgill 17 June 2009 The best propellor has a single blade (with a heavy counter-weight on a small radius), with a diameter of dozens of meters, with VERY low RPM (perhaps 300 RPM or lower going through several geardown ratios) and a tip-velocity under 160kph. Obviously this is not possible on paramotors, so we are forced to use ridiculously small diameters (approx 1.3m is ideal in terms of performance in most cases), hence we are forced to increase the prop RPM to compensate. Note, we are speaking specifically of propeller RPM, not engine RPM. Obviously due to weight contraints, a single blade (with a very heavy counterweight) is not an option, so 2-blades or 3-blades are acceptable compromises. Pros of 3-blades: MUCH, MUCH, MUCH, MUCH (!!!) easier to balance 100% (it is almost impossible to get this level of balance on a 2-blader). More pleasant sound delivering more of a "humm" than a "RRRRR" sound due to the exhaust pulses reflecting every 120 degrees instead of every 180 degrees, as well as typically narrower blades used on 3-bladers improving the quality of the engine/prop noise. Down-sides of the 3-blader: More expensive. More difficult to transport/store (unless you dismantle the prop every time) As regards to thrust comparison, it is difficult to forecast which will deliver more thrust on a particular engine. Consider the following: Any wing (or airfoil) has an Angle of Attack (AoA) at which it delivers the highest ratio of Lift to Drag, the so-called Best L/D ratio. Most airfoils deliver Best L/D at approx 4 degrees AoA. A prop is simply 2 or more wings flying in a very tight circle, and "lift" equates to "thrust" on a prop (except for Heli and Gyroplane rotors). If you had a 2-blader and a 3-blader, both of the same diameter and width and airfoil, etc... and both set to their respective pitch which delivers the same perfect maximum RPM on the same engine, then that one where the AoA is closest to best L/D will deliver more thrust, as less power is wasted on overcomming drag and more of the available horsepower is available to convert into thrust. It goes without saying that the 3-blader will have a significantly lower AoA than the 2-blader to deliver the same RPM. It is extremely difficult to predict which prop would have the best AoA and operating closest to best L/D, hence it is difficult to predict which one would have more thrust than the other, without actually doing the test, setting the two prop's pitch until both deliver the same max ideal RPM on that particular engine and reduction ratio. The actual AoA of a particular prop is easy to calculate if you know the Pitch of the prop, the RPM and the airspeed. Change any one of these, and you change the AoA. There exist many spreadsheets to claculate this for you. So.... think about this: Which of the following options is more important to you? max thrust at full power while standing still on the ground, i.e. Static Thrust, or max thrust at full power at take-off airspeed (for easier launching in still air), or max thrust in-flight at trimspeed and at max power setting (max climb thrust), or the lowest RPM to deliver the required thrust to keep your aircraft in level flight at cruise speed (cruising economy prop), or the lowest RPM to deliver the required level of thrust to keep your wing in level flight at max airspeed (trims wide open and gull speedbar applied), i.e. racing prop...? If your engine is short of power, then you have only one option, to work towards option 2. However, if you have some surplus power, then you can work towards either option 3, 4 or 5, according to your specific needs and preference. Option 1 is pretty useless and yet this is how all thrust-bed tests are done!