Casper

From last week: Miroslav Svec The project is alive. This is a video from last week. SHORT STORY: Still facing some issues but a solution is on the way. Hope to test again soon. LONG STORY: The engine seems to run fine but there is a problem with oil above 7000 RPM. When piston moves down, it compresses the air below. That air moves to the top part of the engine (blue cover) and there is a breather to prevent over-pressure. The breather sucks air in and out with every cycle. Unfortunately, at higher RPM the fast moving air spits oil out of the breather. There are labyrinth channels to separate oil from this air but it obviously does not work perfect in certain engine position (lean forward). Next is to install a stand-alone oil separator and see how that works.

Agree, it's a waste of time with change. But important to have a "counter" so it shows that people dislike it, it's also a good platform for you to spread it with social media. But yes, read the articles, and read the two PDFs to fully understand how it affects the GA community and maybe you and your friends. https://www.caa.co.uk/uploadedFiles/CAA/Content/Standard_Content/Commercial_industry/Airspace/Airspace_change/20171215_BZN_ACP.pdf https://www.caa.co.uk/uploadedFiles/CAA/Content/Standard_Content/Commercial_industry/Airspace/Airspace_change/20171215_LOA_ACP.pdf They have included everything in the documents, don't be intimidated to read it, all the pros and cons are there, question is how they should balance it for the future. You can see how you should respond on page 41 in the first link. The deadline was 22 march, but it is now changed to 5 April 2018. So you have two days to make your voice heard. Since I personally don't even live in UK it's not my business, and I'm not even sure how much it have been discussed, but I guess BHPA should represent the paragliding and paramotor community, make sure they do. But just to be sure, make your own voice heard as well. If anything at least read this: https://members.gliding.co.uk/oxford-and-raf-brize-norton-acps/ https://members.gliding.co.uk/library/pilot-briefing-airspace/brize-norton-and-oxford-airport-acp-consultations-information-for-pilots/ It's already very clear how it will affect pilots, just look at flight patterns around the existing zones. We usually avoid it like the plague. //Casper

Just to inform, always good to know the options, and it's not always easy to find them as a beginner since there isn't a paramotor database on the Internet.

With powerful two stroke engines like the Polini Thor 250, Cors-air Black Bull, Cisco Bull Max, Simonini Mini2EVO, Simonini 250 and Mini3 there is no problem. There is also a crazy powerful 4 stroke wankel engine from Aixro that have been trimmed to 60HP. And also the upcoming two strokes Air Conception Tornado 280 and the Sky Engines 220s. Just find your self a good deal or a secondhand unit.

I just forward this since I didn't see it on the forum, spread the word, and let everyone you know sign the petition. http://xcmag.com/news/enormous-threat-to-uk-flying-by-airspace-grab/ http://www.pilotweb.aero/features/brize-norton-airspace-grab-1-5405632 https://www.change.org/p/the-caa-urgent-fighting-against-the-airspace-grab-by-brize-norton-and-london-oxford-airport Simon Westmore, maybe you should send a mass email about this to all forum members?

Iv'e heard everything from 18 hp to 24 hp with tuned exhaust. And also 14-16hp on the standard engine. It depends on who the seller is. Hirth who makes the engine today claims 14,9 hp http://www.hirth-engines.de/index.php/en/products/75-produkte-en/171-motor-f36

I have a F3, and I also have the Nirvana rodeo cage, not direct fit, you have to drill new holes for the small tubes in the chassis to fit the Nirvana cage. Welds are almost as bad (still crater pipes all over the cage) On my Adventure cage I also have bad fusion on some places and uneven welds. The tube ends are pressed in and no full fillet welds anywhere instead of nice tube notching and 360 fillet welds. Rushed job. Maybe was a bit harsh to say worst welds I've seen on a paramotor, I remember some that was much worse, but mostly on home built units. Is the A4 with the 130cm propeller? F3 have a small 115cm prop and standard exhaust box. I don't have any problem at 80kg to fly the F3, but it's a lot of running compared to modern engines. Iv'e seen youtube videos with the solo 210 and Snake XX 15 wing, and even tandem. But it's long way from optimal, but that depends on your goals and flying style. Solo 210 is at least very quiet with a nice sound. What was wrong with your starter engine? I had problem with the return spring and cracked starter engine brackets from fatigue. But other then that, a good unit.

A3 was a "deluxe" version with a bit more power (3-4hp) but some kilos heavier. Bigger cylinder head for better cooling and a tuned pipe. It's not a larger air intake, just an air box with filter. Mostly to keep the air clean and noise from the air pulses down. Some claim that it also can be designed to give more power in the mid rpm band, I don't know how they configured it for the solo. Some units had tachometer built in the throttle handle, think the A3 had that. Welds on the original cage sucks, I've never seen worse welds on a paramotor cage (strange, since the rest of the Adventure stuff looks high quality). Nirvana upgraded the model quite a lot with the Nirvana Electric that also used the solo engine. Today it's hard to find spare parts. Also high hook in point direct in the harness, works very well for weak engines like the solo. But you need short risers on your wing. It's also a custom Adventure harness, with two quick buckles and two spring pins to connect it to the chassis. Adventure still use a similar design on their new Pluma paramotor, but it would most likely not fit. The glass fiber chassis are part of what makes this unit nice (but it could be slimmer), it also makes it hard to take apart. And like all older paramotors you need to fix things. A pipe frame is so much easier to work with. For 86kg I would not spend my money on either of them. Hard to launch in nil wind and slow climb rate (not impossible, but there are better suited units). If the paramotor are in very good shape for the right price I would maybe recommend it to a >75 kg pilot that are on a budget, lack of spare parts are the biggest reason to not buy it.

Have anyone tested Sena with the RideConnected app? https://play.google.com/store/apps/details?id=com.sena.senatalk "The RideConnected app offers Sena headset and helmet users an alternative to bluetooth intercom communication using their mobile network to communicate over any distance, and with more riders than ever before. No longer will riders be limited by range, but will now be able to connect with up to a virtually limitless amount of riders anywhere in the world as long as they are within LTE range of their mobile carrier. "...

Still no Tornado engine out on the market, but Corsair improved the Black Bull and they still have some news for the Bull. They now have a battery re-charger (add on) and a new exhaust system, and soon they will have a new pulley design that is innovative (but weird ) Also, Sky engine will have a new water cooled engine for the power hungry crowd, a 220cc engine that will deliver some amazing thrust. 106kg claimed on a three blade, feather light compared to the Thor 250, way to go!

Hehe, somehow the Black Bull with a lightweight frame sounds so much more appealing now.

Hi, Why do you think it's a good price? What do you compare with? Also check your budget for hidden costs, is that all the equipment you need? Look at the stuff and determine if it looks like good quality or not, even a visual inspection should be more than enough for that. They have high res pictures and youtube videos. Compare it with other brands, and read all about it. Don't skip details, that way you will get a better understanding then just asking if it's good or bad to random people who might be biased.

http://www.vittorazi.com/public/file/16994544195583d6183b999.pdf Nothing about the bushing for the classic in the service bulletin.

I remember that I snapped a seat board that was made of twinwall polycarbonate sheet. It was lightweight and stiff, but not made for spirals Felt like I was sitting in a bag and I had to pull myself up with the risers before I landed. No big deal, I replaced it with a 5-6 mm aluminium plate that I punched holes in, it took way more time than it was worth to make it. But I also learnt how to use the punching machine. It ended up much more solid than it had to be, stick with carbon or plywood

I'm also a bit interested. Every screen on the market for everyday tablets sucks for outdoor use. Some of the rugged tablets can handle sunlight better, or they claim it at least. There is anti glare screen covers that helps against the worst reflection, and that is what I would aim for together with the best tablet you are willing to pay for. Right now the Samsung tab S3 family are the dominating on the android side. But the best Asus for half the price looks good enough. Maybe the best compromise, and just shade it with your arm when you need to look down on it. The second alternative is the latest e-ink tablet, check BOOX Note 10" should be out any day now. Modern hardware and Android 6.0, finger sensitivity and 16 gray scale. Best in class and amazing battery time while in use and standby. Just connect it to a multi purpose Bluetooth variometer with GPS. But it cost like a premium tablet. I would mainly buy one for reading on sunny days. It would cure the frustration you get when your phone or tablet looks like a dark mirror in the sun. But it doesn't have all the features a regular tablet have, GPS, gyro, cameras, 4G etc... I would still miss that. For free flying there are dedicated products with all kinds of features to help you fly better and navigate. Some of them use e-ink screens, others like Naviter use color screens that works.

So, it's ft/s showing, what I expected but when people claim things I get unsure , 2150m/(12*60)=2,99m/s. With a climb speed like that it would take him 17 minutes to get the 3000 m, just as a reference. Freeride, what size? what trim. Not record pushing, so will not try to compare, just good to see that it didn't melt down from overheating The engine have potential for sure, I wonder if it will beat the Black bull. Mark: Glad to hear you have plans, and thanks for the info you are sharing, it's enough to get a good picture of the work you put into it. Lots of people out there that talk a lot and claim things, but a FAI record is what really counts.

What I meant about how optimized your record is, is more of a question if you believe that your climb rate could be higher with say a smaller and faster Viper 3, would you still hit the angle for the best climb rate with your total weight and the power the Thor 250 have? If we talk aeronautics, and sorry about getting complicated, it's hard to understand for any pilot. For a time record to a fixed distance say 3000m, we should fly best Rate of Climb (RoC) or Vy-speed. Simplified that angle will be at a certain air speed for a certain altitude. This speed and angle will be where we have maximum excess power. Maybe best explained here: http://www.boldmethod.com/learn-to-fly/performance/vx-vy/ So when we want the maximum climb rate possible for the paramotor we use, we also want the fastest most efficient wing where we can hit the optimal angle with least drag. A small reflex wing with a high top speed isn't the most efficient wing for L/D ratio, but it is a trade-off since we can't run more than a certain speed on the ground, but we increase it a lot while we are flying. In theory a trike would be able to climb faster thanks to that since it could fly a more efficient wing with higher wing loading and still take off with the built up ground speed. And that was why I typed " not sure how optimized the record is" since there are so many parameters to the perfect climb, I can only speculate about what you did to break the record, and what it would take to break it again or to set a 10min climb to 3000m. Everything that reduce drag helps, the ability to fly smaller wings but still climb efficient at a higher airspeed helps. And to know the airspeed or expected climb rate for certain altitudes on the way up. Vy-speed drops at altitude, and airspeed is hard to monitor without pitot tube, but if we could estimate the climb rate and adjust the engine thrust accordingly while we climb to the goal, we might be able to do it even faster. And the more attempts that are made, the higher the chance that someone finds the perfect formula. If you had data on everything, I'm sure it would be possible for even better record times. But then again, this is just a hobby and not some military project where we have scientists that calculate everything for us. I'm glad you took the record, it's a good benchmark when airplane pilots ask how fast a paramotor can climb. It's proven that we climb faster than many small airplanes, even if we don't have the high airspeed. Your record have the average climb rate of a Cessna 172R on sea level, but the Cessna have a cruise speed of 122 kn. Oh, and the video showed a vario showing digits between 6 and 9, there was a claim that it was m/s, I still doubt it. 80kg pilot and a hadronXX 20. And since the video is down now I doubt it even more. But Laurent Fourgeaud from Air Conception showed a bit of interest to break your record with the Tornado Time will tell if it works or not. The thrust test where it was just a bit more powerful than the moster 185 is also suspicious. Like everything we know about the engine so far, we have no official data. Bleh, wrote a bit more than I intended, hope anyone of you understands what I try to explain.

Not sure what to say, claim is that this is m/s. Can't be, right? Yes, I've seen the power stall, so it would not surprise me anymore. Shows an average clearly above 6 m/s, and that would mean 10 min to 3K if it could hold 5 m/s average. ~80kg pilot, HadronXX 20m. wow... Edit: was in ft/s

Should be easy to confirm, just ask Parajet if they deal with them or not. But some of the products have prices that look like retail prices or higher, so hard to know for sure. Anyway, sometimes the price get baked in the shipping cost, so the total price might be normal or higher depending on where they send it from.

I remember a travel program showing free flying when I was a kid, but then I forgot about it. When I was 20, winter 2009 I found a video showing Emilia Plak and Mathieu Rouanet. After that I was obsessed, spent my student loan on training and PPG equipment. This was the first video, then I watched about everything that was on youtube back then.

Not loose like in snapped, he meant 2 of 3 A lines to describe the size of the collapse. Very quick recovery, lucky!

Battery will not improve much the next 5 years, maybe 10 years if we are lucky, and even a 100% improvement is a long way from fossil fuel for PPG. There are some lab tests on batteries like Li-air that would solve the problem once and for all if they managed to get where the theoretical limit is, but now we might talk about decades before we get close, and even than it may never be safe enough for commercial use. Sure there are other types of batteries in development, but to be realistic, no battery on the market as for today. Less noise with four propellers? Maybe, if your fine with sounding like a quadrocopter I would rather have the sound of a bigger engine than a small engine Lightweight? Nope, heavy will need a trike to be usable for more than 20 min. Safer, nope, spontaneous battery combustion is a real problem, broken circuit boards and engine failures will still happen. And very expensive as for now. The future for PPG is more likely modern 2 stroke with fuel injection. It's the latest tech in motorcross for this year, already out on the market, now we just have to wait and see. It could solve lots of problem with engine tuning, power and energy efficency. That is my critique on electric ppg, but the other topic would be what will happen if we have a low cost Open Hardware project, will it benefit the market with the cleaver design improvements that it could offer? or will we see cheap low quality copies that ultimately fail and hurt/kill pilots and bystanders? With every open hardware project out there, there is lots of cheap copies as well as improved versions. Lots of pilots on unregulated markets could witness today that there are manufacturers with questionably design and quality issues today. I can only see a future for a Open Hardware project if there is strict regulations on testing like for experimental airplanes. And in the end that would not benefit us economically. Today it works well since home builders are required to have lots of knowledge, and in some countries they also need to have them inspected. With Open Hardware it might not take long before you find your kit cheap at Aliexpress, with no quality control at all. That's my biggest fear.

I think I have a lot more to say about an open hardware project like this than I have about electric paramotors. But since my view is more negative than positive about the potential outcome of projects like this, I guess I should keep my mouth shut and just watch from afar. Sorry...

No worries, they fly VFR just as you. And most likely do everything they possible can to look out for other objects in the sky. Btw, that weather looks so nice, I have -9c and snow everywhere

You are absolutely correct! And since a reflex have better pitch stability then a regular profile it helps to not overshot as aggressive as a regular wing might do. When doing the mistake with too much power the risk of a collapse over your head is big! You just have a very short time to respond with the kill switch and hope for the best as the wing comes down. If it is high and you feel the collapse, don't try to correct it you just waste time as it will fall lower behind your back. Kill, rotate and step away, this will save the wing and lines. Correction can be done if you have wind, but in nil wind it will require so much forward speed. If you don't start to turn around fast enough, then do what Adam suggests, try to get the wing down evenly, hands out and follow it down. Nerve-racking to let if fall down when you have a propeller that might still be spinning, but higher chance to save your lines. Just a little thrust is needed for the wing to fly nice, then full thrust right after to move yourself as quick as possible. With the right instructions like this it should be possible for a beginner with little risk of damaging your gear. When looking at trike launches they just keep pushing forward, compared to foot launch where the pilot not necessary run as fast as needed. And we also lose balance easier where a trike can force it's way forward and recover the collapse much easier. They also have it easier to pull hard brake to stop the wing from surging forward. Compared with foot launch where we have to struggle with the running and the fast shifting from A riser to brake pull. So conclusion, right amount of thrust and it's almost as easy as any forward lanuch. There is also a method to do a power reverse running launch, where you step to the side and hold your risers low, add thrust to create the air stream, then rotate sideways and side step forward as the wing goes up, always done to the opposite side of your throttle to keep it clear if something goes wrong. Exemple: left hand throttle, hold risers with even distance in right hand, pick A risers with the left and pull. When doing this you can complete the rotation ones the wing is on it's way up and then keep running. You can safety practice this in light wind without any power, and it gives full visual of the wing. Very few pilots do this (looks sketchy ). Try it with just a harness in nil wind and you see that it's actually easy to do a running reverse, but much harder with weight on your back. This is also an interesting topic if someone considers pros and cons with clutched engines. When we talk about the benefit of clutch for a regular forward take off. Then it's very clear that it's a huge disadvantage for forward power launches if something goes wrong. But know that we know how to do it right, then it shouldn't be any problems