bathboy

I know a few of you use Garmin GPS units in wich case you probably use mapsource trip and waypoint manager on your PC, is there any way I can enhance the detail of the mapping within mapsource?

I know you can buy enhanced maps for the actual handheld unit itself but I find the amount of detail in mapsoure dissapointing.

I use this http://ukgarminairmap.wikispaces.com/latestfiles to get overlay maps for my garmin 76C. I have a PC copy of memory map the will import and export to the garmin. To be honest I now never bother with waypoints to plan flights and just use it to see my actual track.

I do like to glance at the airspave on the Garmin when I'm near airspace and http://ukgarminairmap.wikispaces.com/latestfiles do this well.

As Pete says, memory map on the PDA is another league, but a PDA has battery life, stability and sunlight issues compared with the Garmin.

Another thing to remember is that looking around for where you going is safer than looking down at the GPS/PDA for waypoints.

Cheers

Paul

The Skycar landed half an hour ago having flown across the Straights of Gibraltar.

It was tracked by a film crew helicopter all the way so there is proof

They've been waiting for a weather window for a couple of days but this morning everything was peachy.

More as it comes in.

Stuart

Stu,

Thanks for the update. I've been trying to convince myself that no news is good news! Please pass on our good wishes.

Really great to hear what only mad dogs and Englishmen can do when out in the midday sun!

Cheers

Paul

Also proud to be a Lemming. See what you mean Norman, but none taken I,m sure. Us Lemmings are an easy going bunch, just in it for the crack. Dont think any of the group would get touchy about minor technicallities. Usually too busy laughing at our own people anyhow.

Dave (as Jim's away----love and peace!)

Same from me.

Yes you are easy Dave

Pete b

And the same from me. I'd add that Lemmings are almost as good at arranging trips and fly-ins as taking the p!ss! If like me you get a buzz from flying somewhere different and having a laugh, it is hard to better travelling a stupidly long way for Lemming weekend.

Cheers

Paul

Hi Simon,

Welcome to the second best fun activity in the world, you can start your training now by looking out the window and hoping Most of us do more of that than flying.

Seriously, if you can find a biggish field near you we can use, I think I can find a few from Bath/Bristol to visit it and you As Norman mentioned, most places have times when it is safer to use or not use.

I live in Bath and will happily show and share with you what I have learnt about the various motor and wings available, and lend you a few books. Maybe try some ground handling on the racecourse if you want?

As far as training, if you have the time/cash do as Malc suggests and go abroad. If not then I'd go and meet Simon at Lambourne and Paul Williams in South Wales and see who you get on with. It I learnt with Piers Dent from Stroud a few years, but I'm not sure he is still teaching. Another angle would be to find a paragliding instructor to teach you to ground handle first then move to motor.

Following the BHPA traing route may have some advantages if you want to use their sites and get a license that will allow you to fly abroad.

Happy to discuss, either email pauldotwatworldatbtinternetdotcom or call 07710 724 322

Cheers

Paul

WOW - stunning photographs.

I wonder what resolution he shoots at?

Fly for fun,

Alan

Ask him, he hangs out and seems happy to answers all questions on http://groups.yahoo.com/group/PilotsPPGclubUK/messages including how he stays warm!

Cheers

Paul

http://paramotorclub.org/forum/album_pic.php?pic_id=688

Cheers

Paul

Dan, which beach is that in the opening flying shots?

My guess is one in South Wales. Pendine, Pembrey or?

Cheers

Paul

Hi Ed

Yes mate it was money?

Revos seem a great wing but i dont have a spare £1500!

The genie has fairly similar performance albeit a bit slower but i was able to get a good 'first' wing. No doubt once i have a few more hours under my belt i will be looking to upgrade

Frazer,

I think you have made a wise move. My first wing was also a used non-reflex and I learnt loads from it. Being slower will improve your odds on take-off and landing and give you more thinking time to abort.

Also, if it does you wrong, being a bit slower means a LOT less energy (someone will know why) pushing you at the ground. I know all about slow being the best way to crash.

Cheers

Paul

A few moons ago I chatted to MCJ about slow (take-off) v fast top wing speed. He told me that 'most' aircraft have a ratio of about 1:3 for takeoff and top speed. This can be improved for jets by swing wing and paragliders by reflex etc. but the basic ratio still exists. So the top speed of a foot launched paraglider is finite until we can run faster or grow wheels. Trim, loading etc can all help, but the faster the top speed of the wing the faster the take-off. Unless...

From my experince, a Compact parajet with my 100kg on a smallish Action take-of speed equals my running speed! With reflex trims out and full speed bar it uses about 7 litre an hour. The same motor on a non-reflex large Nova Rotor was a lot slower to launch, 10-15 mph slower top speed and loads better on fuel, about 4 litre and hour.

Air cooled Wankel aixro xr50 http://www.woelfle-engineering.com/ does look very interesting. I've seen water cooled Wankel and two stroke motors leak steam, so carrying super heated water is another complication I don't fancy.

Cheers

Paul

Paul,

I'm happy to fill the form in for my near miss as there is no reporting system in place in Saudi. I've read a few references to the incident you had but don't know what it was. Is explained on the forum somewhere?

Alan

Hi Alan,

Eventually I found it in under http://paramotorclub.org/forum/viewtopic.php?t=1465 with others. Sorry it took me so long. One of the joys of the information overload...

I think it's a good idea to fill a form in for all incident. From the response I got they are happy to receive any incident form.

Also, would it be possible to do one about the crash landing that caught fire http://paramotorclub.org/forum/viewtopic.php?t=2209? It mentions steel generated the sparks that caused the fuel to ignite. I was wondering how aluminium or titanium would react in the same situation. My guess is titanium would cause more sparks and aluminium a lot less or none?

Cheers

Paul

Hey Paul, agree wholeheartedly and what you say jives exactly with the approach to safety that we are aiming at with the incident report issue. It would be great to have a single totally non partisan system with contributions from anyone with a whistle to blow or a flag to wave.

It remains to be seen where we will end up. The major issue has to be getting everyone on the same page and I think we are getting there. I have listened to very few pilots who think differently on the issue, again it is the implementation that draws in differing opinion.

Safety is no accident, it takes dedication, care and energy doesn't it?

Totally agree and I'm sure with your knowledge, contacts and motivation we will end up with a better incident system.

Until then, can you/me/everyone encourage all to report an incident using what exists now? http://www.bhpa.co.uk/pdf/IR10_06.pdf

Cheers

Paul

The expedition of Burke and Wills was one of the largest to ever be undertaken in Australian history - and one of the most tragic.

They set out from Melbourne in August 1860.... .

Just back from a stunning holiday in a wonderful 5 star cottage on Skye. Among the local book and maps in the cottage was one called 'Across the Outback' created for the Readers Digest.

For you it was my after dinner read

Basically a glossy version of the story of a camel expert who builds a team to retrace the foosteps of Burke and Wills in the 'winter' as his theory is the original expedition failed because it was in the summer. They chose summer to ensure drinking water (rain).

It has loads of unusual/nteresting detail (e.g. large population of wild camels) and a good idea of what climate advantages v problems in winter and summer.

I couldn't borrow the book, so suggest you get a copy of the Digest version or the original 'In the steps of Burke and Wills' 1981 Published by the Australian Broadcasting Commisson.

GOOD LUCK!

Cheers

Paul

Just back from a holiday, so may have missed the pace of this thread.

My thoughts are:

* We all make mistakes, mostly ones others have already made, occasionally we or the equipment find a new mistake!

* The more incidents that are reported (old and new mistakes) the easier trends are to spot.

* Makes no difference to me if reporting is compulsory or not. Stick or carrot? I'd still do it.

* I praised the BHPA as they were willing to accept reports from me a non-member - it was easy - they have full time people to collate the information and shout when they find a problem.

* I don't want to see the detail of every report - why have a dog and bark as well? - I do want them to SHOUT after their safety person finds a problem.

* Collated problems become Safety Notices that are freely available online. IMHO all this stuff is worth reading.

* The Lemmings secretary Tracy reminds me of the SHOUT output

e.g. the latest one http://www.bhpa.co.uk/pdf/safety_notice ... 112008.pdf this is online for easy access to all. I agree that notification could be improved for non BHPA/Lemming members.

Basically - I reported my incident for the same reasons that I give blood, not for personal, but for 'group' gain. Please can others do the same then the 'group' (and me and family) may benefit.

Cheers

Paul

http://www.bhpa.co.uk/pdf/IR10_06.pdf is so easy

Here is the link to the BHPA's incident reporting form. At first glance it looks like you download it then post it off.

This information comes from the top of the form - it deals their recommendations with what they consider to be reportable.

Reportable incidents are those which:

1. Involve injury, whether to participants or others.

2. Involve damage to property, whether 3rd party or not.

3. May cause an insurance or legal claim.

4. Involve the use of non-standard equipment or techniques.

5. Involve failed or malfunctioned equipment.

6. Highlight safety points or were unusual.

7. You feel the sport may learn from.

Actions after injury or fatality:

1. Administer 1st Aid.

2. Call relevant Emergency Services.

3. Photograph or sketch equipment - do not move or test

4. Take names and addresses of witnesses.

5. Have witnesses write down what they saw.

6. Inform next of kin, or ensure Police do.

7. Send to the BHPA office within 48 hours

That's it! I downloaded http://www.bhpa.co.uk/pdf/IR10_06.pdf - printed it out - filled it in with text and drawings - folded as asked and then used the FREEPOST. Hard to see how they could make it any easier/better way to report an incident.

Cheers

Paul

Does the BHPA insureance not cover paramotoring???

Yes. I asked at SPLASH about the BHPA insurance. Since the summer 'fun' over tank size with Onrisk were quoted as saying they don't cover machines that were made with a tanks over 10 litre, I'm considering my options.

BHPA is £2,000,000 third party for a similar cost as Onrisk. Also, I've found that the someone who have actually claimed on the BHPA insurance policy and they paid out. For me this is a big plus when looking at any insurance.

I need to find out more, but so far it looks like a better option for me.

Cheers

Paul

An update on my incident that I eventually reported using the BHPA reporting system.

Although I wasn't a member, they have sent me proof they receieved it and another blank incident form and envelope to make it easier to report another.

I think this is great service, especially to a non-member.

Cheers

Paul

I'd be interested to hear feedback on the altimeter watch if anyone has bought one? I'm expecting it will be a cheap and nasty affair compared to the Suunto but if its robust enough and accurate it might just be ideal at that price.

I got one last year. It is just cheap!

It works. So my guess is the insides are the same.

Cheers

Paul

Food for thought - your forearms probably weigh what, 5kg? 6G makes that 30kgs aside with your upper arms weighing more. Can you lift 30kgs with one arm under 1G? Furthermore, could you lift that weight and throw something weighing 4kgs (oops, no -the reserve now weighs 24kgs - total for those muscles now around 50kgs) sitting in your armchair in front of the TV? If the poor unfortunate who died in this accident was flying with a reserve it may be that he was physically unable to use it. Let's face it, even at 3 or 4G the scenario is a little dark isn't it?

Could you hold the brake handles or reach for lines above your head with those sorts of load being felt? What would be the overriding control input under those conditions? If you are not acclimatised to aerobatics you will probably start to 'grey out' around .... say four or five G. Just a thought.... Can you see any holes in my maths? - never my strong suit....

Maths good enough for me... You are in a high G spin that has or was caused by a mechanical failure...

Where would you wish you'd located your reserve for 'heavy' arms use? Side, front, behind your head or?

Cheers

Paul

I am looking for a good half (or very little damage) of a carbon prop from a Macro or simmonini or very similar, this is for development purposes so free would be nice

Pete b

Pete,

If you only need the fixing template, I've the hub 1/2 of the original size Parajet prop you can have. Gilo gave me one that was beyond repair years ago to show the kids how it was made. They're not kids anymore...

If any use, happy to meet you in a pub half way?

Cheers

Paul

Hi All,

Thanks Simon!! As you mentioned... a bit scary... um, actually, a LOT scary... it's a loooong stretch of water, that's going to be very, very cold if I "land" in it... but hey... what could go wrong?!

I really appreciate the offer of help and support from you and the Paramotor Club, so any assistance anyone is able to offer will be most welcome.

To give a bit of background about this attempt... Bascially, I realise the Channel is only about 26 miles across, which is something we all fly on a routine basis. But for me, the difference between just flying 26 miles locally, and flying across the Channel, is that it's an adventure, it's well out of my comfort zone, and it sounds like a great challenge to get across that water.

I know some blokes have done it "unassisted" in the past (and it would be great if they are on this forum and could contact me), so I wouldn't be the first "person" to do it - but I would be the first woman, and I'm keen to have this little record.

....

Tracey

As far as I know (sorry if I've missed any) Paul Mahoney, Giles C+?, Michel Carnet+? and Peter Searle have done this a mix of ways, wings and motors. I don't think any are active on this forum.

Pete is the most recent I think, and he didn't land in France...

PM me if you want contact details

Good Luck!

Cheers

Paul

Thinking about cobbling together a 3rd party app similar to gps dash for the iphone. Anybody else interested?

If it's only me, I probably won't bother...

Ben

Yes if Memory Map will run on the iphone?

My pocket pc is slowing, and I'm looking to replace it. I like having memory map OS maps for 'second life' on the ground also as a back-up for engine out WTFAI?

Cheeers

Paul

Gents,

Unfortunately due to other commitments Simon is not able to support this event at the moment. I would therefore be grateful if anyone who has expressed an interest in coming to Saudi to fly would be prepared to support the UK organisational element of trip. If so please let me know.

To kick start the ball rolling I need a letter, on club headed paper, requesting the visit.

Many Thanks

Alan

I've spoken to Alan and offered to help organise the UK end.

Simon,

Let me know if I can help with the letter.

Also, I might have another option, if two letters are bettter than one.

Cheers

Paul

The blade root thickness on the GSC won't allow a PCD significantly less than 75mm when using 4 bolt holes at 90 degree intervals. To achieve this the diameter of the blade roots would have to be reduced which would mean a new milling set up. This is not viable as most of GSC's business is to the States where the Top 80, Ros and HE are not so popular but the Black Devil with its 6 bolt 75mm PCD is, so that is what they concentrate on. We have looked into modifying the existing hub but it doesn't give enough material to take the stresses involved. Consequently the only solution would seem to be an adapter plate. I believe Phil may have made one up himself.

Could I use the same Black Devil GSC hub for longer two or shorter three bladed props? I'm looking to be able to convert my Parajet 3 blade Compact to a 2 blade Macro and back.

The Compact for snug in the car with family for holidays the Macro for some longer distance flying. I hear a rumour they've done that

Cheer

Paul

P.S. Yes, I still want to keep the same car and family!

Hi Barry,

Outcast is right I am from your neck of the woods, Saltcoats to be exact. There are four of my mates who fly regular in the area two Saltcoats, one Ardrossan and one Kilmarnock based. If you drop me a PM with your contact details I'll pass it on. I'm sure they would be happy to talk flying with you and show you round their kit.

I think that they know of someone who is an instructor in the area so should be able to point you in the right direction.

Cheers Col...

If you have a look at my photo album on this site there are some pics My mate took of me flying the coast between Saltcoats and Largs last year.

Colin,

Do you know Brian (a Lemming) who flies from Stathaven? He uses the microlight site, I had a great early morning flight and wind farm views there in August

Cheers

Paul

You are probably right Simon. I have had lots go through the prop. Many of my "incidents" are induced in order to test what can go wrong.

Another explanation is that my flying involves conditions and manouvers and machine combinations that are more liable to expose potential threats to pilots.

We fly pretty safe wings these days and it is entirely due to a few pilots exploring the edges and feeding their information into a central system that looks at all reports from ALL pilots and collates them after detailed investigation. Our own AAIB collaborates with European colleagues in these matters.

Paramotors and paramotorists have yet to fully benefit from the well defined systems that exist for other aircraft types. Only by encouraging all of our colleagues to report centrally can we benefit from the safety margin increases that this system has delivered to others. Microlighting is a perfect example. In the early days there was little reporting and much crashing. Once the BMAA (microlight pilots grouping together to organise their sport) created the reporting system and the manufacturers got involved in developing their machines based on that feedback loop, the crashing subsided somewhat.

There are two issues that have emerged through the limited reporting of incidents concerning looping back of lines. One is this one and another is to do with cage proximity on full open trim (sic.Pete_b et al).

Neither of these would have even been investigated without the incidents being reported, the conclusion will be at least several months away.

Whether or not they pose a real threat that need design modification or result in a specific safety or preflight briefing can only be determined once the investigation is concluded.

In my opinion a slip knot that can and has resulted in more than one incident is worthy of professional investigation. Investigation that is carried out away from public discussion by trained professionals of the AAIB but which relies on open and honest reporting of the facts (only) of the incident.

I am suggesting that all of us whose words may be considered worthy of listening to by our community should encourage the reporting of any incident that results in the aircraft commander saying such things as " I luckily escaped a severe situation today"

These are merley my opinions and are, of course, subject to debate.

I (eventually...) reported my prop bites brake episode using the BHPA incident form ( http://www.bhpa.co.uk/pdf/IR10_06.pdf printed at home) that was dead easy and the postage was pre-paid. After a few days I got a nice reply confirming it had been logged and giving me another form to replace the one I had used. This all felt very professional, and as easy to do as possible.

Mine was with the Action brakes on their magnets, while I moved to get into the seat, that was impossible as the seat board had moved. I now do a better pre-flight check of the seat board and have fitted fine mesh to my Volution, both improve my safety.

I know of another experience pilot (not on this forum) who found loose line on his Revo when the tip steering knot loosened after pre-flight. He has some climbing experience so thinks the climbing prussic knots used isn't ideal as the prussic 'feature' is it can slide when not under load.

Cheers

Paul

P.S.

I still highly rate the Revo, Action/Reaction and Volution. Problems will always occur in the real world situations, so raising them to the governing bodies and manufacturers isn't a criticism nor is it something to be avoided. It will help speed the development of improved design/s and might prevent another incident.

Please report any incident using the BHPA form - it only takes a few minutes - treat it like giving blood, something you do for others that just might saves lifes.

P.P.S.

I'm not a BHPA member, yet... so anyone can use their form http://www.bhpa.co.uk/pdf/IR10_06.pdf