gordon_dunn

Certainly we'll all keep an eye out on eBay and such obvious places., or if anyone turns up looking for training with 'new' kit and no idea what it is..... It's a small world, an even smaller PPG community- so someones bound to spot something. I'll circulate the info on the Ireland PPG forum incase it surfaces over here.

Has he left? Why?

(Despair) End topic!, switch off... Bang! (Despair/)

Edward, Re. Castrol TTS in the fuel Sorry, i forgot my (Sarcasm) (Sarcasm/) HTML tags!

Mix a little Castrol TTS into your petrol first- generally helps '2 stroke' engines run better, but the primary reason for doing it is to be able to see the level in the tank when using a mirror. Even after 3 hours in a pub, i can usually tell the level of a red liquid in a green bottle, from great distances- despite the blurred vision. Electronics projects for electronics sake! The problem here is the weather... no one would think of doing this s**t if it were nice flyable weather....

No... I'm merely using the mirror to verify what i expect to see. When i find that there is a difference, i can usually account for it (excessive climbing, high RPM, etc..), but if i cant, then i know that there is a problem.

Actually... you can get ejector seats in helicopters...... although only one model, the Kamov Ka 50 Check out this- http://en.wikipedia.org/wiki/Kamov_Ka-50

Float switch!!! so with every banked turn you s**t yourself when the red light comes on?

Ben i don't accept this arguement- during a flight there are so many factors that you must continually consider and constantly evaluate- anyone who could inadvertently run out of fuel is not truely 'piloting' the machine.... If you're having a 'such good' time not to notice the gust front approaching, or cumulus stacks forming, then you are going to have more serious issues. Calibrating a tank to activate a 'low' fuel light is a waste of time- might as well just wait for the ceasation of vibration/noise.... the best indication of all that you're out of fuel. I consign electronic fuel level guages for paramotors to the same category as chocolate fireguards, glass hammers, rubber nails, motorcycle ashtrays,

A flashing light when you're low is not really good enough is it.....? when you're planning your flight, you need to take into consideration where you're going, the distance, airspeed, wind direction, anticipated groundspeed, etc.... will give you a rough idea on how much fuel you're going to use- providing you know your burn rate. Add around say a litre for reserve and you can get it spot on normally. When i'm flying every so often i think about fuel level- but before i glance at my tank, i make an estimation of what i expect to see there- for example if i've taken off with 5 litres, and been flying for 40 mins then, i expect to see 2 litres in the tank.... I also know that i've got another 40 mins left for the mission, and 20 minutes reserve should it be necessary... This is a much better way of monitoring the fuel level.... instead of waiting for a LED to start flashing.... I certainly wouldn't waste money on this, unless it gave me a calibrated indication of what was actually in the tank, so that i could monitor burn rates.....

You cant beat the simplicity and reliabilty of a reversed vinyl sticker, and a stainless steel mirror. Mine's never let me down yet... keep it simple! Electronic fuel guage... just another system to go wrong.

Another way of looking at it is- 'If it were easy, everyone would be at it'. Truth is it's not easy, hard work and perseverence is the only way to do it, and when you do get there, you'll realise why it's all been worth the effort. Flying truely is a privelige, i still enjoy every flight as much as my first, and hate landing!

Interesting Slim, Indeed this is a very sensible approach... most of the guys i know that carry airband do so purely for safety reasons, i don't think anyone would argue that is a bad idea- even though it is technically illegal. Just to clarify on the legality- if we are using the system sensibly on the correct frequencies, etc... are the CAA the only 'body' that have jurisdiction on this matter? GD

Slim, Is the Icom A6 approved then? Technically it is a true Airband transmitter/reciever, but someone told me it has not been approved by the CAA?

Fast Eddie.... I have a (non flying) use for your pair of old risers... Are you going to part with them? Please PM me with price.

In my opinion/experience...... buy quality, airsports and CE rated, compatible and certified with all major radios (Icom/Airband)- you'll only have to buy once.- Microavionics- http://www.microavionics.co.uk/

Can you confirm what type of battery it is? Lead acid? etc... When these fall below a certain voltage, or totally drain, they are irrecoverable. Even if they are fully charged and sitting for a long time unsused, they will loose charge, and if they fall too far then they're never any good again. One way to solve this is to use an 'Oximiser'- basically this keeps the battery trickled continuously, and monitors voltage to keep it at optimum condition- so that it's ready for use anytime. Note that an 'Oximiser' is not the same as a regular trickle charger, and a trickle charger should not be kept on the battery continousiosly- risk of over charging and explosion. I used to have an electric start machine, but vowed never to buy another- handy when it works, but you can't beat a pull start machine! GD

Frazer... go for the 28 Revo..... you've still a lot to learn, and this is the safest wing you can get, to do that. Not only is it safe, but it is also a good performer, and quite easily launched. Definitely stick with a reflex wing. GD

If you think you're going to get 'Old and Crusty' you probably will....... Carpe Diem!

OK guys, I've created a copy of my logging system, and i'm resetting the data- (just some sample stuff), and adding some simple instructions. Ben I'll PM you with a link so that you can download it when it's finished. Anyone else- please PM me if you want it. GD

As is said in my previous postings- keep the hard copy book as your primary- this is a legal necessity in some countries, as an electronic copy cannot be deemed trustworthy. The Excel version has many advantages over the hard copy though- Automatic totalling, averaging, maintainance schedule awareness (Especially if you fly 2 different machines regularly), also great for detecting patterns in flying habits/characteristics. You can also produce custom reports based on any of the criteria entered- For example a summary of all the flights from a certain field, using a motor wing combination, between 2 dates, etc.... You'd be a long time doing this using your primary hard copy only. I've got my Excel version referenced to the page number and entry number in the logbook anyway-for easy reference. GD (PS- you don't have to 'Quote' every posting when you reply- we can simply read the thread above- if postings are too long (incorporating quotes) they take up a lot of space on a small monitor, and are awkward/tiresome to read. )

Here's the 22nd Century approach..... I've PDF'd my Excel logbook out to 'show off' some of the features that i've built into this neat little Excel spreadsheet. This creates a neat little summary of my flying activity on page 1 from the information on the log on page 2. I keep a hard copy logbook as my primary- this is only a backup. http://www.gordondunn.co.uk/forumdownload/Logbook.pdf Regards, GD

While an Excel log is handy/convenient... make sure to keep a hard copy as your primary. AFE do a good book for around £8. Designed for PPL, but Ok for Paramotoring. If you ever want to apply for an IAA Exemption in Ireland, then you have to submit your logbook. Good idea keeping one- everyone should do it. http://www.afeonline.com/shop/product_i ... cts_id=199 www.afe GD

Questions Will the PMC insurance cover match the BHPA cover? What level of insurance will be available to Instructors? If so will the stance on training be set- as novices have to be members, and can only recieve training from qualified instructors? There is strict requirements on the BHPA to attain the cover that they have- i guess the only way it can be matched by the underwriters is to adopt the same pre-requisites. If it is a 'carbon copy' of the BHPA, then do we need it?

There are old pilots, there are bold pilots...... need i say more.