Phil_P

Hi TJ, the bag was about 500mmx300mmx300mm, sort of about 2/3 the area of the bottom of the harness seat that I fastened it underneath. It had my tent at 2300 grammes and sleeping bag at 1600 grammes. The bag itself was probably another 500 grammes. My GPS & radio were about 2000 grammes once you include various plugs, adapters and back up batteries, and I had a bag of tools and odds and sods which was about another 1500 grammes Then of course there was the reserve which is no lightweight plus me, and I'm no lightweight either. Phil

I have PM'd the guy with the offer of mine, but no reply yet. Phil

I'm with you on that Gary, it really seems bizarre that a manufacturer isn't doing a safety recall for what will ultimately be a very low cost modification. Perhaps they fear that by doing so, they open themselves to liability in event a wing slips through the recall net. However, there have been so many voices raised on this issue, that I fear they are putting themselves even more at jeopardy by sticking their heads in the sand and hoping the problem (and the complainers) will simply melt away. I am certainly not one who thinks we should tread lightly for fear of upsetting a manufacturer, after all, unlike a magazine where a large proportion of revenue is obtained from advertising, a forum such as this one has no worries as long as it remains factual and avoids lining up the owner to accusations of defamation. And it is only going to take one fatality to bring all the comments of 'mine was fine' into perspective, and leave us all wishing that perhaps we should have raised our collective voice just a little louder. Phil

One system is to use hand operated speed bar lines, terminated in hooks that hook under your comfort bars or perhaps into your suspension Crabs. The idea is that they have a very shallow hook, so that if they become unloaded (in a collapse for instance) then they will unhook themselves. I can not recommend or otherwise, as I have not tried the system. Caveat emptor.

You may come across people who claim to have got the VX series working on airband, as there are a couple of very simple modifications that will allow the radios to transmit on all the bands that they receive (one hardware, and the other firmware). However, whilst the VX will receive Airband perfectly well, it will only transmit on airband using FM. This is no use, as airband functions exclusively on AM, both transmit and receive. HTH Phil

The VX-3E isn't air band though. The Yaesu airband sets are prefixed VXA.

To the falcon, her bells. Not being a paid up card carrier, it's half the price for me. I'm sure the country is big enough to support both, I was just mentioning it in case anyone hadn't realised and perhaps had a prior commitment.

It's the same weekend as the last Pie & Peas of the year.

Dan I know it doesn't answer your question, but I would include the APCO Thrust HP on your 'look at' list. Just switched to one a few hours ago from a very solid dependable Swing Arcus. It might tick your boxes, although of course this wing thing is a very personal one. ATB Phil

I'm sorry Gordon, that doesn't wash. When Shaggy made his first post (immediately before yours), all he said was; And you went gunning for him. Nowhere in that post does it say he took off in bad conditions. It is only in his LAST post that he said he took off when it was too windy. And all Pete said was; Which could just as easily mean that he took off when he could see thunder heads rolling over the horizon. How about you give the guy a break instead of holding him up to ridicule, while in the same breath defending folks you know better for doing the same thing? This is really not painting you in a good light, and I think I'm not the only one who has noticed.

Hang about Gordon! in your first post on this thread, you slate Shaggy for making weather related landings thus; But when Pete intimates that he has done the same thing, you say; Bit of a double standard that if you ask me. I'm sorry Gordon, I agree with you on a great deal, but here it begins to look like you are going for the person, not the issue. Phil

Not everyone has one, Gordon. Even those that have, can very soon be making decisions for themselves. If the conditions aren't the same as you've encountered in your training, you are breaking totally new ground, with only yourself as mentor. Some folks tend to err on the side of caution, others, myself included, seem to have an over-inflated idea of what they are capable of dealing with. The result for me has been fairly expensive in terms of props and cage quarters, but I think that now my opinion of my own ability (and the capacity of the equipment) is coming closer to reality. I still make mistakes, but the stuff I've learned so far has tended to render those mistakes relatively benign. Shaggy, thanks for sharing. Perhaps if I had read more postings like yours, my sense of my own ability might have been more accurate from day one. For me, keep them coming and stuff the personal criticism. Hopefully the cost to you will mean that in similar circumstances, someone else might might know to avoid the problem. ATB Phil

Use your time warming up the engine to at least partially blow dry the area that you are going to lay the wing out on. It's surprising how much dew a full throttle blast will dissipate. Phil

Soldering a length of push-bike brake cable outer to the top of the screw can give you a nice long flexible adjuster.

I really am quite surprised by this forum. Here is a guy who has tried to make light of his disproportionate number of outlandings, and perhaps raise a little of a collective smile, and here he is getting a right pasting! I'm glad to note that Pete seems to be taking the OP in the manner in which it seemed to be intended, because I don't remember anyone pointing out all of HIS faults after a recent spill. I'm not so proud that I can't say I haven't had a few unexpected landings away, but maybe I should have checked the torque of my cylinder head studs before each flight, and fitted a new spark plug cap just in case the old one came off. When MY exhaust fractured all the way round at a weld, I hadn't seen any warning signs either, but then maybe my preflight is crap too. Anyway, we all know that I can make a crater just as big as the next guy! I'm glad you are all so perfect, as it really must make the skies a safe place to be. Phil

Just the thoughts of an interested observer, I would spread out the text and pictures a little more, so that it is really clear which picture applies to which text. In fact, although it might not look quite as neat, how about just rearranging into a simple linear layout, one after the other. Perhaps with a Horizontal rule tag between each combined picture/text? Phil

Brauniger IQ Motor? B model has logging. Phil

I'm really pleased with my Suunto Vector wrist altimeter/baro/compass. You can set the sea level pressure to QNH if you need to. It's rugged (although the black shows up scratches quickly) and the display is pretty good, although in hindsight I would have gone for the black on white display rather than white on black. As I wear it on my wrist I never forget it, and no need for extra bits when flying. I bought it off a fleabay site in the USA and ended up quids in. If you were going to do any free flying, then I would buy an altimeter /variometer as this will be of use to you without an engine. That said, if you have plenty of dosh, the Brauniger IQ Motor Vario will also do your RPM and Cylinder head temp as well, all in the one unit. So if you are intending to fit either of those instruments, it can become more cost effective. Pretty much any GPS will be fine as long as you can programme in routes. A pucka aviation one is a 'nice to have' as it makes it easier to avoid any airspace we are barred from. Hope that helps, Phil

Went for the Thrust HP '09 for more speed & penetration into wind, making reasonable cross country distances a real possibility. Also includes a couple of innovations that should help make it safer, the HIT valves and the SRS. Did loads of research and the wing seemed to suit me and was available at the right price. Anatholy Coen seemed like my kind of guy when I read about him. Happy with choice as it fulfils all the above, and a very big plus for me is that it launches loads more easily than my Swing Arcus. Flexon battens rather than mylars are fantastic. Had no recommendation or instructor advice, hadn't even seen one fly (but then, what is there to see?). Switched to the Thrust at about 40 hours, but I still consider myself a beginner, and it seems forgiving enough even in quite turbulent air. Phil

Thank you Fanman. Mine is manual start only, so I'm wondering if that applies to both manual start and electric start. Cheers. JC Hi JC, I'm afraid it applies to manual start also, if the kill switch is mounted on your throttle. It is ignition that generates interference that travels up the kill switch wiring, acting a bit like an aerial, and gets into the tachometer head. An alternative is to run screened cable up to your kill switch, something like thin coax antenna wire, or microphone cable. You connect the centre core to the live ignition side, and the screening round the outside to earth (chassis, or battery -ve). There are however loads of folks who don't have a problem with it. Phil

I just did exactly that at the weekend. I used a rectangular shaped bag and secured it with both it's own strap, and also a bungee (sort of belt and braces), underneath the harness seat. Worked perfectly, but be aware that the extra weight makes a difference. Phil

I know Eakring. I will send you my details by Personal Message so you can phone or email me and maybe sort out the chance to at least have a play with a wing. Phil

Eyup Martin, where abouts are you in Notts, as we stand a good chance of pointing you in the direction of someone in your area to chat to. I'm in Newark, and starting to develop some good flying site resources that may be open to others. Depending on the shape of your acre, it might well be flyable with the caveat that wind strength and direction will make a big difference. You can pretty much use any land that you have permission to use for landing and take off, as the famous 500 foot rule part of the Air Navigation Order (ANO) under the control of which we fly, is suspended during these phases of flight. Just be aware that if you solidly used one particular plot and got unpopular with neighbours, it's conceivable that planning authorities could get involved. Regards, Phil

Yesterday I spent the day praying that the wind would abate and the rain would hold off. I had been told of a fly-in near Market Rasen, about 20 flying miles from my local field, and I really fancied the chance of actually going for a bit of 'vol-biv'. To this end, I had packed up my sleeping bag and lightweight(ish) two person tent, and figured a way of securing them on the motor. I also fully loaded my radio, GPS, aux. batteries etc. onto the top of my not so lightweight reserve. With a full ten litres, it was quite a weighty beast. I made the decision with the co-operation of SWMBO that we would drive up to the field, with 20:00 hrs as the latest go/no go cut off point. When we got up there, the full size widsock was still flying quite well, but I got the wing out to ground handle, and managed to convince myself by about twenty minutes to eight that it was flyable. All kitted up, wing laid out, the first launch failed as the wing came up too quickly for me. The second attempt, with a bit of trim let out was perfect. A short run and up I went. Needless to say, the climb rate with all my gear was a lot less than sparkling, but I decided to set off. SWMBO was going to roughly parallel my route, so in the event of an out landing, I'd try to put down near a convenient access road. Nikki saw that I was headed out OK, so set off herself. Earlier in the day, I had phoned RAF Waddington ATC, and succeeded in getting a clearance through the Scampton restricted zone (R313) at any height I fancied. My climbing was still almost non existent, and with a line of pylons in the distance, I kept an eye on them with the intention of flying next to them for a while, just to be sure I was high enough to clear with plenty of margin. I was bimbling along at just over 500 feet, with the trims right in and subject to ups and downs with the last bits of thermal activity. Then all of a sudden, when I was about as far from Nikki's planned route as was possible, the mottor faltered and stuttered and lost revs. I opened and closed the throttle a few times, and the revs recovered, and if anything, it sounded like the motor had picked up and was running sweeter than before. Sure enough, I now had a positive rate of climb, not outstanding, but for sure it was in the right direction. With my clearance, I was able to cut a big corner, and as I turned east, the wind was in my back. I was still climbing, well now, so I started to ease out the trims. A bit at a time at first, then all the way to the stops. In no time I was up to 1500 feet and whistling downwind at a GPS indicated 80 kmph (48 mph). The last ten miles flew by, and in no time I could see the field. I didn't see the windsock to start with, possibly because it was straight in line with me. I flew over the field, saw the windsock, and plotted my approach. Some lazy 'S' turns at tickover brought me down to 600 feet, and with the field assured, I cut the engine. I have learned to my cost, that that is the best option for me. My landing was straight across the runway, clearing the orange plastic fencing at it's edge by about 30 feet, and startling one or two of the assembled company. Touch down was fine, but my dicky hip came into play and I stumbled down on my right side. With the weight I was carrying, it was pretty good though, and I managed to keep the motor clear of the ground. Gathered all in and wandered off to find somewhere to camp. By the time Nik got there, the tent was up, so we lit the disposable BBQ, grilled a gorgeous steak each and combined it with some rather good pre-packed salad. We sat down with a glass of wine each and watched the last vestiges of light die from the sky in one direction, and an illuminated Lincoln Cathedral about ten miles distant in the other direction. Anyway, after a nights kip, I went and had a chat with the field owner, who's lovely partner was rustling up bacon sandwiches in a portacabin kitchen. Pete the owner was 110% welcoming, and showed me round the club house and facilities. Here we get to the point of the posting. Not only has he invited me, and any other paramotorists back any time we fancy, but he was positively crying out for me to organise a fly in for paramotorists at his venue. We would have the benefits of loads of parking, water and porta-loos, butties at the weekend, camping space, plus a number of tarted up older caravans available for anyone who prefers that option to canvas. He owns loads of the fields around, so stick kicking is a real possibility. So now, all I have to do is organise it, and we can have a great East Midlands fly in. Anyone up for lending a hand? Sorry for the length of posting, but I'm still buzzing Phil

Just take care with your application of heat, so you don't damage the line itself!