adamjedgar

Hi GR002, this is interesting and exactly the information i have been after. When you say the 20m snake is easier to launch and land in what way is that the case? I can guess the launch part however landing??? I curently paramotor with a 25 m Dudek Universal. Most of my flying hours are free flying, i currently free fly a 2 liner Icepeak 6 (23 m)...i find the energy in thie Icepeak terrifying, but at the same time the lack of energy in lower end gliders frustrating!

What is the weight difference...i used to think i could go to a lighter unit but now i wonder if the problem is the engine weight rather than the nirvana equipment.

Yes that had me intrigued too. Is there an alternative means of gathering up and deploying a wing so that if it were used on water, its not going to settle down onto water once aircraft is near stationary?

Only dont tell them the thing crashed and the two pilots were lucky to escape with their lives.

Hi guys, This may be a stretch however, i am looking for some feedback on guys who have flown all of the following wings...Apco NRG/NRGxc, Blackhawk Nitro, and Dudek Hadron xx. I am interested in 1. various speeds - i dont know the Nitro speeds (minimum flying speed, trim speed, trimmers out speed, and flat out) 2. Handling 3. Technologies available on the wings that improve flight comfort and flight experience for the pilot 4. Does the Sharknose used by Dudek make any difference in your experience when flying the Hadron xx vs the other two wings? 5. Likes and dislikes about each (this is to cover things i havent thought of yet to add to my list of queries in helping make a decision.) i am wanting the wing that gives me best XC trimmers out speed, but also lands very slowly. We all want efficiency, but i think that higher aspect ratio gliders to a large extent resolve this issue. Obviously, im comparing these particular wings because the odd barrel roll is likely to be of interest

That bloody equipment, the nerve of it. Someone ought to give it a good thrashing! ? In all seriousness now, i really get sad when i hear of stolen equipment. There are some real assholes out there. Off topic a little however it does illustrate my thoughts on theft and thieves. I remember a sad personal time for me some years ago....we had a house fire burn down half our house, leaving us essentially homeless with my wife 6 months pregnant. A friend let us stay in a modified barn for 3 months. Anyway, about 3 weeks after the house fire, someone broke into it during the night and stole thousands of dollars worth my tradie power tools that i was using to try to rebuild our home so we wouldnt be homeless anymore. I remember sitting on the back steps that afternoon thinking it was the lowest moment in my whole life....only a true asshole does something like that when a fella and his pregnant wife and young family are virtually on their knees. There is no honour or indeed humanity among thieves...no one deserves that kind of treatment.

Im up for that challenge...just need to find a motor that doesnt might getting dunked in salt water because here where i live that is all i have to test it out on. Oops i forgot...its already been done 3 years ago on Dell Schanze's youtube channel.... and here

I thought for a minute a was looking at a flying banana.

Isnt the word nicked used by uk police to mean tou are under arrest? Did you V3 engage in some unlawful activity did it?

I have been wondering why Nirvana choose to use a 16.8 volt system? Anyone ever looked into changing it over to 12v so it uses similar parts to motorcycles? I am not an autoelectrician, and although i have a bit of an idea, what would be involved in doing that?

Hi guys, Has anyone any input into design considerations for a paramotor on floats. There are images of units on the net....has anyone any advice or thoughts on this. Initially i will just build the floatplane section, later could be the framing to keep wing up off water when not inflated. An evolution of this only much smaller and lighter...and cheaper

Hi guys, another video of me flying a different arm of the Hawkesbury River back to Cowan Creek before returning home. There is lots of exploring to be had around here.

Most cars and motorcycles do not fly. Part of the problem in not quoting both dry and wet weights is that, and this happens a lot, people are conned into thinking a particular paramotor is the "lightest on the market" because standard equipment needed to fly is not included in weight. I have also seen engine weights quoted as being "ready to fly" with no exhaust amd no prop! Not trying to disrespect manufacturer but the 55lb weight quoted on the flat top for example is the small engine size (which i think from memory is about 80cc), no fuel, and no reserve. Who flies with it like that...who even flies such a tiny engine? The other issue i have with this method is this, when choosing a wing how do you size it? You take your flying weight and put yourself in the middle of the weight range. So a newbie gets a misquoted flying weight due to bullshit marketing drivel that is 12-15kg below the actual flying weight, purchases a wing too small...finds out the hard way that takeoff speed is higher than specified, landing speed is higher than expected, and the wing essentially goes up an En rating because it is being flown heavy...(purchasing for the middle based on misquoted light flying wwights, and in reality being 15kg heavy with full kit will put you over maximum certified weight for ppg wings) quite likely the certification pilot thought they were flying under is also invalid because they are outside weight range for wing. A brand new wing gets listed on the market for sale second hand reason for listing, the wrong size. (How often do we see this...far too often!)

I have a Nirvana Rodeo. Mine is the 200cc Simonini mini 2 plus engine. The Rodeo is a great paramotor unit, very high quality and comfortable. Thing to keep in mind, is that the Rodeo is high hang point (no weighshift). Its still a wonderful paramotor to fly and very reliable. The downside the a unit like mine is the weight...200cc engines are very heavy (18.5 kg just the engine itself not including the paramotor frame and harness etc), all up flying weight for the Rodeo 200cc is about 35kg including fuel. It wouldnt make much difference what ppg unit you buy, most of the weight is in the engine, fuel, and reserve. Irrespective of all the marketing hype, if you want lightweight, you really do have to consider a small engine.

yes the right plug is important, however, i think that as my old plug is running black at factory settings and i have been advised not to lean mixture my only other option is the go to a slightly warmer plug at this time of the year. that starter of yours certainly cranks the motor over much faster. A question, what voltage is the new starter motor you purchased?

hi guys, problem sorted. Even though the NGK spark plug was producing spark when testing, i purchased a new plug at my next opportunity (actually got 2 of them NGK BR9ES and NGK BR10ES). When i connected the plug up i initially thought, oh crap now it has got no spark (i couldnt see a thing)...however i figured that perhaps its just very difficult to see a very light coloured spark on the background of a brand new plug and inserted the BR9ES plug into the unit and hit the starter (its winter time here so i went for the slightly hotter plug as my old plug is tending to run the engine a little black which perhaps may be why i only got 100 hours out of the old plug?) I run 50:1 synthetic (Motul) My carby settings are usually pretty much factory on the low and a leaner than factory on the high speed as the engine misfires at lower rpm settings in the air when i leave high speed at factory settings. I suspect this is because i fly in a relatively warm climate and at sea level + 2000ft most of the time? Because i am only flying the 25 mtr Dudek Universal wing, i dont really use high power settings at cruise very much at all...mostly 1/3 throttle with trimmers closed and perhaps 1/2 throttle trimmers open. Because prior to this point i havent regularly undertaken long distance xc work...i dont fly with trimmers right out for very long or very much...I am mainly down very low scooting around with trimmers shut as i dont feel its particularly safe to fly low to ground with trimmers out more than about 1/3 at this point in my motoring experience. I have 100 hours motoring, on the Universal, and also have an additional 400 hours free flying of which the last 100 hours is flying an Icepeak 6 - 2 liner competition wing.. Anyway, after installing the new plug into the Rodeo, she "cold" fired up instantly without even so much as a peep of priming.

absolutely right Guy...one of the good things is that the narrow part of the flight is over really shallow water (only a foot or so deep). However, where i flew through the fog over the wide section there is little place to go except a boat, or near the edge of the river. I once had another situation too where i had to make a very bad choice...there were two humpback whales breaching out of the water about 1 km off the coast where i fly. Do i go out to them and get a once in a lifetime experience, or not? I went out to them, however i stayed a lot higher than this, about 900 feet above sea level with a 15 knot tail wind back to shore. At the time i knew that 900 feet with a 15 knot tail wind and 1km out to sea was probably marginal at best..an engine failure that day would have been really bad i think because the swell running on the day was over 2 metres. I try my best to always were a life vest these days...even when i dont plan on flying near water. In reality, there is water within distance of where ever i fly around here so its better to just wear it anyway...one never knows. I am glad you guys like the view, and my aim is not to show off my stupidity...just to illustrate a beautiful side of this world that most people do not get to see.

just thought i would also ask and make an observation about the Niviuk Link mentioned by O.P. I notice that is has a very small trimmer range 10cm...this makes me think it isnt reflex? if that is the case, dont bother with it...it is a school wing, go with something like the Dudek Universal instead.

Hi guys, I am selling my dudek universal ppg wing...the same one seen laid out on the ground on my home page and in the paramotoring videos on my youtube channel https://www.youtube.com/channel/UCFwH9kO1z5l9pee6N_jey0A It is a 25 mtr wing purchased new ordered from the factory i received it in early 2015. It has 100 genuine hours on it. The wing is in immaculate condition and has been very well looked after. It has never been in water, never been crashed into trees or scrub, and has not done any SIV work. I am no acro pilot so the most advanced manouvre done on it is mild wingovers and limited rotation 360's (i tend to blackout on paramotors when doing 360's so i cant do more than 3 or 4 rotations before the "lights" begin to go out). It has never done SAT's or anything like that. I am selling it so i can upgrade to a higher performance wing. I already own 7 paragliders (two of them ppg rated wings) and i simply cannot afford to keep increasing the pg wing population in my garage anymore so this one (and my other Ozone Buzz PWR Z4) has to go before i can upgrade. This is a really good paramotor wing and i have been delighted with it from day one. It is easy and very forgiving to fly and yet still gives quite good cruise speed with trimmers out. It has a very long trimmer range (240mm) which goes from standard profile to full reflex mode. It has tip steering and dedicated anti torque lines which can be adjusted on the ground to suit the pilot and engine (although i have an anti torque strap on my nirvana rodeo so i dont use them only use the tip steering) 4 riser system split A's for easy launching I have found that the speeds i get out of this wing (i mostly fly at or near sea level in Sydney Australia) are almost identical to those found on Dudek website wing technical specifications http://www.dudek.eu/en/products/universal.html#dane This wing will easily do a new pilot or someone who just wants a very safe wing with reasonably good speed range for many hours. Speeds - trimmers out at 240mm at 53km/hr at 105kg (excluding wing weight), - 57km/hr trimmers out + full bar, lands very very slowly (which makes it an ideal all round glider). I have found this wing really well behaved even in really bad thermic conditions...it has never let me down and maintains excellent directional control even with collapses. I am asking $2500 AUD (1700 Euro) for it and am happy to post anywhere at your expense. Photos of this wing can be found here https://www.dropbox.com/sh/fgh613v5pis0nsn/AAD0gt1AGo6RXfy7B6OrJxg1a?dl=0 This is a genuine sale please contact me via email at adamjedgar@live.com.au

Hi guys, there are times when one simply cannot resist the urge to take the risk of getting wet...this was one such morning. A flight i have since repeated in the afternoon just a few days ago when the tide wall the way out and most of this river was lined with large sand bars along its shores (sorry i didnt have gopro on the second flight). I was delighted to experience the wonder of flying along at water level with mist rising all around me, then to go up into the inversion and fog a little further into the flight was awesome. The reflection of the terrain on the water was so crystal clear one could easily turn the world upside down and not know the difference. The funny thing was, at around the 5 minute mark i remember thinking to myself, wow wouldnt it be great water skiing on that river right now...it was soooo glassy! Just for interest to those who may want to know, the water depth to the south of the marina (where i was flying at water level and the creek is quite narrow), is only very shallow. At low tide most of the area where i do the 360 with the wingtip only a foot or two off the water is dry sand at low tide. descent down into and along the creek starts at the 1 minute mark.

I own a simonini mini 2 plus belt drive....looking from the back the prop rotation is anti clockwise. The paramotor turns to the right in the air. The torque problem is one reason why weghtshift trike/buggy are a bad idea. My understanding is high hang point is much better for this. I am not a fan of changing your caribiner positions fore and aft assymetrically. If you have a major wing event this is going to make recovery more difficult...you are better off altering the sidethrust of your engine the same way it is done in all other forms of aviation. Anti torque fins on the cage really do work...and have been well proven, however, they need to be designed for the unit...just randomly throwing on aftermarket crude is a waste of time. My biggest observation here is that you have gone from a very small low torque engine to a big one. That in itself is like going from an en b free flying glider to an en d 2 liner...big big step up. You really should footlaunch the bigger engine for a while to get used to its considerable power and torque. Finally, with torque steering; 1. slow speed and high angles of climb. Keep the climb angle shallow and speed up. 2. Propellor angle in relation to the vertical iscritical...your prop needs to be as close to vertical as possible...having a big engine with too much angle, (thus producing up thrust) not only unloads wing, it exascerbates torque steering. You have now got a considerably heavier(18.5kg) motor behind center of gravity. Did you hang test and measure prop angle before flying? Personally i would piss off the weightshift..a trike/buggy does not need weightshift.

Bigger wing area does not necessarily mean slower. Reflex is one reason why....reflex can fly at a lower angle of incidence and is a lot faster than a standard paraglider. I have two identical sized wings both rate low en b...ozone buzz pwr z4, and dudek universal. The top speed difference between the two with trimmers out is considerable. The buzz trimmers full out is about 45km/hr...the dudek is 53km/hr. Both add about 5km/hr to this on bar. This is only part of the difference...in headwinds the lower sink rate of the buzz pwr becomes a major headache. It gets parked really easily so if you are trying to get back home and the wind picks up whilst you are away, you're stuffed in the buzz. The advance wing would be no different. Non reflex gliders really are useless for xc work...efficiency is useless when you cant make any headway. In my opinion efficiency is aspect ratio. Buy the dudek wing.

Do you think its safe for an air cooled 2 stroke to ingest aerostart? Wouldnt it stand a good chance of burning/blowing a hole in the piston? Its pretty high octane stuff. When you do it, do you spray then wind engine over or wind it over then add spray whilst its winding over? (How do i control engine rpm with this stuff...if it fires and races im in trouble? i was thinking perhaps i will just try some fuel straight down plug hole first to see if it will fire. EDIT.... I also noticed yesterday that the primer doesnt seem to be mantaining pressure for very long. (ie its going quite spongy like no fuel is still init after a short period of time...perhaps 5 minutes) Im sure this wasnt the case before

i have taken two short videos of the paramotor engine turning over. Video 1 is showing the spark (which i now realise is quite good now that i have checked it when not in direct sunlight). Having said that i notice that when i begin to turn engine over, it takes about 1.5 seconds before any spark is generated. Is that normal? Video 2 is of motor being turned over with plug in using its own battery. Surely this is suggestive that the battery pack if fine?

Shouldnt these paramotor weights be quoted with fuel and reserve chute installed? In reality a 21kg unit is going to be a good 7-10kg more at its actual flying weight.