PatPux

Just done this set up, similar to some above. Full details with each photo on Flickr

https://flic.kr/s/aHskUh2nhe

15 hours ago, aljken said:

Just saw this. I often go back to pangbournr to visit my parents where I grew up.

I often take the motor and would be keen to have a beer sometime!

I'll post here when anything planned, but do make contact anytime you back visiting

A few West of Reading pilots are meeting for a drink in The Elephant in Pangbourne from 1930 tomorrow evening 2nd Feb. Anyone interested is welcome. Patrick

14 hours ago, Neilzy said:

lol I'm sure she would but to be fair she supports me so much and it time to show her how much I appreciate her 

There's no point writing that sort of thing if she isnt a Forum member and cant read it, Neilzy!

Mostly weekends in the Summer/Autumn. No fly-ins and rarely doing more than a single flight in any given day.

 But two things are likely to increase this, 1-now only working a 3 day week, 2-having a wing I can launch in nil wind.

2013-12 flights-5.5hrs

2014-18 flights-10hrs

2015-24 flights-14hrs

2013-29 flights-16hrs.

Interestingly that is what Marc has got to replace the NucleonXX he sold to me

Had my first flight on my recently acquired NucleonXX 28, today.

Bear in mind that any of the following comments that make a comparison are relative to the original Dudek Synthesis 1.
I had spent an hour or so ground handling the wing yesterday in quite blowy conditions, not the best to test nil wind capability, which is where I was really looking forward to seeing the difference over the Synth.
Nevertheless it gave me a good opportunity to familiarise myself with the riser layout. (Red for As) It's an altogether lighter set up and I found a bit more care was required in picking up the brake handle to the 2D lines to ensure you didn't get them round your wrist. In general I found picking up anything to do with the risers a bit more difficult with big winter gloved hands .
Today was truly nil wind when I launched although the breeze had picked up a little when I landed 20 mins later
I laid the wing out into where my breath was showing any wind there was, was coming from, went through my usual preflight checks and walked up to the wing to clip in just as Phil took off.
The riser ends were a slightly tighter fit over my caribiners, but having connected I was ready to go. Usual technique of centering in the wing, two paces back, building revs and go. Slight check as the pressure came on the As, then it was over head, 3/4 throttle , feeling pressure on the brakes when tested, a few more paces, a dab of brake and away we went. Definitely less throttle required on climb out.
I went for a fly around the local area, up over the Thames escarpment to the North, where I picked up the customary bump or two, not feeling quite as rock solid as the Synth, but nothing of concern (still on zero trim, didn't try trims out  today). Got a bit of roll oscillation , which was easily corrected.
I tried a few turns with downward brake input only, and found it much more responsive.
I then returned to the field and tried a low pass, which I found difficult to pick a throttle setting to give me a good level pass, I was going up and down a bit, just need some practice, on that, I guess.
I did notice that the tip steering looked like it was slightly "engaged" with the TST lines parked on their magnets, that will need a look.
Finally a quick spin over the woods to where I could see a Red Kite trying to get into some lift, so I could make that comparison with the Synth. I felt a bit of bump as I went into it, but nothing significantly different .
The slight breeze was coming straight down the long leg of the of the field as I made my approach. I can't say it felt much different, perhaps a little faster, but the brakes seem to slow me down a bit better, unfortunately not enough to stop an arse landing, but I definitely felt with better timing, foot landings will come.
So my first 20 minutes on the new wing were everything I hoped they'd be, except, perhaps for some miracle gizmo that got me to land on my feet.
I certainly feel that a whole new flying window has opened up for me, in not having to make sure there's a 5kn wind to go flying

It may be  strictly within the law to fly in unrestricted airspace and even if the content of articles like this are "unfair" it must be simple self interest for us not to wind up "the Public" in all circumstances, if we do not want to hasten Registration or Licensing.

I'm sure the CAA will work on the principle that if they can ignore us because they dont hear about us then they dont need to do anything . As soon as someone starts poking them asking "what theyre going to do about this menace" they may be forced to act. 

So I will always avoid generating comment even if  I'm legally within my rights to fly in an area......its simple self interest, I accept that as the cost of not being regulated.

Another  for the wider one.......with bells and whistles!

Hi Geoff, Youre probably ok with the described Lipo, but I used this one -it just has a bit more capacity, but both give a bit more starter speed than a 12v gel lead acid.

http://www.buildyourowndrone.co.uk/4s-lipo-battery-4200-mah-35c.html

Im not familiar with the charging system on the V1, specifically as I had the V2 which did not charge (because it came with a Lipo, as standard). But trace back to the voltage regulator from the battery and remove that spade connector.

22 hours ago, reactionjackson said:

Yes it is, but its apparently normal for a Moster. I'm weighing in at about 135-140Kg's all up on a Nucleonwrc 29

More significant height changes and I will use 6 litres and a consistent height cross country will peg me nearer 4-5 litres. I have done better, but not often.

I'll second that. I'm 150kg all up on the big Synth 1 and I consistently use 5-6lts/hr with my Moster 185

14 hours ago, ptwizz said:

How did you both get in the car with the paramotor in the front seat?

She had to come back for me, the field is less than a mile from the house. Then she had to drive me the 30 miles back to Membury to pick up my car. I told you it cost!

On 11/14/2016 at 09:24, ptwizz said:

Wasn't expecting that - well played sir.

That was after my first home trip from Membury and I needed picking up from my landing field near home. I'm sure it cost me!

On 8 November 2016 at 14:06, Kausik said:

@PatPux very nice of you sir.
in this photo, is the propeller taken off or attached? 

Prop off and all cage sections dismantled

On 09/11/2016 at 13:46, ptwizz said:

Very kind of your hairdresser to let you use their car, @PatPux.

The wife's ............and she actually is a  hair-dresser!

Or front seat! 

Or front seat! 

I'm sure this is just the ongoing saga started in 2014 and subject of this forum post

All the details of what it amounts to, are contained within.

I made a response as requested as it would just impinge on airspace I use to the South of Reading, although this is somewhat blocked in any case by AWE Burghfield and Aldermarston

I was there in the Spring, meeting daughter number two on her travels. Booked an Airbnb in Bohol, ended up at Kim's Garden at Anda Beach. Its run by a German -Joakim Katz who flies a Fresh Breeze Trike, He's always got plans afoot for flying round the islands! Although when we had got there he'd just got back from some trial lessons on 3 axis microlight, so maybe flying the PPG less now.

Yes.......he is  a nutter, but a very nice guy!!

https://flic.kr/p/MJ4DXh

1 hour ago, mjmac said:

Thanks for the reply.

Sorry but I am not electrically biased - I am mechanical. When you say it must not be charged in flight what do you mean? Would the type of battery that you have recommended require recharging? Wouldn't I unhook this from the paramotor and charge it separately? Basically, could I buy this battery and use it like a standard AA (i.e. whenit has ran out It would need replacing?

Any further help would be much appreciated!

It is a Lipo battery and requires a carefully regulated charge regime which is delivered by a dedicated charger which you would hook up to on the ground  as and when the battery needs charging, which, as I said will not be very often, but at a guess no more often than once every 5 flights (cue a barage of replies saying it'll be even less than that!)

Number of charge cycles will be in the hundreds, so it isnt a disposable battery but will have a finite life.

The benefit of Lipo is high power density to weight ratio, giving a light weight and relatively small form factor, with  a capability to deliver very high current required for starting.

Not to alarm you, but so as not to be accused of missing relevant information: Lipo batteries can explode if shorted out or mis treated in charging- they are the ones that grounded the Dreamliner. However if treated as directed they are perfectly safe. For extra peace of mind you could put it in a Lipo Bag http://www.buildyourowndrone.co.uk/lipo-battery-charge-bag.html.

If youre not keen on Lipo look for a suitable Lead acid gel battery, but youll be accepting a hefty weight gain for a similar output.

I would think this would do you, but must not be charged in flight as it requires a special charger, but then again if your motor starts easily it wont need charging that often. If you want go for voltage just below 12V go for the 3S

http://www.buildyourowndrone.co.uk/4s-lipo-battery-3300-mah-35c.html

Where I live in Pangbourne, I dont seem to have a problem. In fact I was well received by anyone  I spoke to at the local village fete where I took the kit for "Show and Tell".

I have routes I try to stick to as i fly out of the field which avoid passing low over nearby houses.

One thing I do hear a lot of complaint about and maybe a reason I dont get too much heat- is that we live out west of Heathrow LTMA and offer the first decent opportunity where the ceiling raises to 4500ft for aerobatic aircraft out of White Waltham so we do get quite a lot of Yak50/52s ,Pitts  and the odd Extra giving it "what for" right overhead. That really winds people up at weekends

1 hour ago, asquaddie said:

Where is yours mounted, because mine came with it mounted on the right pocket, so now moving it to the front with a flight deck system.

Done just over 8 hours on the beast now - still happy

Mine's side mounted. Just over an hour on mine so far...very pleased

On 30 July 2016 at 6:08 PM, asquaddie said:

I guess the main reason for using the rack is to keep the motor assembled, so I don't strip it down each time.

I think I will attached a bungie (somehow) to both props and try and stop the windmill effect

This morning, I lost a prop bolt (was not yet assembled) with the vibrations on the journey!!!!  I guess it was OK with the other 5 

Cheers Simon

This was my solution to the windmilling prop, with a fail safe of threading the starter handle through it

Flight 61 & 62 ,5&6/8/16  Driving Lift and Stardom

Parajet and in particular John Welch came up trumps as usual, and got a part off to me in the post that got me flying on Friday evening. Turned out to be a bit too windy, though, so I did some parahovering over the fields and waved at a few punters on the ground before turning back for a very speedy run home.

This morning was much more promising, with a light westerly which was going to need a forward. I hadnt had a lot of luck on recent forward attempts, so I took real care over laying the wing out having spent a good 20 minutes observing the pattern of how the windsock was changing before going for it. And this time it certainly paid off, a couple of committed strides and up she came as straight as a die and with 4 or 5 paces I was gone.

I think I can still legitimately post here, under training blogs because I am still learning, and certainly today was a case in point. I have noticed through my flying so far that I seem to have a fair tolerance for not being phased by bumpy air, in comparison to my peers at the same stage of development, perhaps because I came from free flying (all be it not huge experience) . So I have flown in some bumpy conditions , but, I dont believe, dangerous ones, ie, I have never encountered conditions I didnt expect to from my reading of the weather conditions beforehand.

But this morning was indeed a new experience. I encountered my first really strong fairweather thermals. Conditions were clear blue sky overhead of my take off with just the first hint of warm weather cloud as it started to develop mid morning out to windward.

During my flight I saw over 500ft/min lift on occassion with the motor on idle, without ever seeing the corresponding sink-what does that say?  Very large thermals where I never passed the boundary between rising and sinking air? It was neither un-nerving or uncomfortable, just exilerating and  it didnt "feel" dangerous................I'll wait for the admonishment of those more experienced to tell me I'm lucky to be alive , I mis-read the conditions and should never have taken off. If I did I missed the class that said clear blue sky, hint of fairweather cloud and light breeze is not flyable!

In the afternoon I went along to our village fete where I was asked to bring the paramotor along with others bringing various classic cars and other stuff to create some interest. I dont think the bloke with the absolutely beautiful 1968 Mercedes convertible expected to be upstaged by a canvas chair, a bit of webbibg and a smelly 2-stroke with a fan ( Sorry Parajet- highly engineered , state of the art flying machine!).

There was loads of interest and not a single "so your the bloke disturbing our sunny afternoon in the garden like a very noisy wasp" comments. Quite a few people were interested enough to want the sport explaining in some detail and a number went away resolved to give it a go. By the time, wives, the cold light of day and a bit of contemplation takes hold, I doubt any will follow through, but I was quite surprised by the level of interest.

I even met some of those I'd waved at the night before and someone who had observed from the ground my rapid ascent in one of those thermals...." You took off nice and gentle then you just went straight up!"