Casper

Looks promising! but looks like he hit an angle where he doesn't have enough air speed to continue. Past the Vx speed. and that is very good, because we have enough for Vx and Vy, so we can use the full potential of the normal sized wings when we want maximum climb speed. And the faster wings you fly where you can fly Vy, the faster you climb. That's why the record for fastest climbs are done with wings like the viper 3 and Thor 250, not sure how optimized the record is, but Mark Morgan knows since he have it.

Naa crumple zone is made to be destroyed to save you from the impact. Say what you want about that dude, but the fundamental design is not all that bad, especially if you fly with the philosophy that a cage should protect you somewhat in the event of a hard impact. I live and fly by another philosophy, that you should never have that impact in the first place, and that agility with light weight machines saves you more since you are strapped to the machine and just have to deal with it in worst case scenario. But yeah, damn nightmare to see your precious equipment get mangled like that. Fell sorry for the pilot.

Should grow back in no time But seriously, don't touch things that are spinning at a high velocity. The earth is the only exception. With a cage like that, why not just bolt it to a heavy bench while testing, that should solve most problems.

~2,5-4 liter/hour like all the other engines. Depending on all the factors like, pilot, wing and flying style.

One cracked crankcase on the nitro 200 around ~30 hours. Not good, sometimes repairable with a skilled welder, sometimes not. Would be interesting to know if the other cracked crankcases had the crack in the same area or not. Most of all an unpleasant feeling that you can't trust your engine, something every pilot should be used to anyway "Sorry to see you down at all, heh. The new parts have fixed this weakness we're always learning!" "Cracked crank case actually. It happens, this is number 6 or 7 our of just over a thousand. More on this in our 2.5 year anniversary of the Nitro video coming soon" - Eric Farewell Edit: Maybe wrong thread, should fit better in the nitro thread, but it also shows why testing is important to avoid this as much as possible. Even with extensive testing it's a long way from the testing they do on smaller aircraft engines like the ones Rotax make. If you waited for the new Rotax 915iS when they first announced it, you had to wait like three years or something. And even they have found cracked crankcases on their popular and well tested 912 engine, so nothing is bullet proof. We still see huge leaps, and just a few iterative improvements in two stroke design, so I don't think we can avoid problems like this completely. But AC and it's dealers are apparently doing a great job anyway.

Only helmets made for general aviation works with it. Check microavionics. Btw, you need education and a license to transmit on the A14 since it's an airband radio. Never use it for chitchat, and if you don't have a license or are planning to get one, use it only for emergency or to listen.

Great training, it is this frustrating to learn how to fly PPG, but it will get so much easier if you keep doing this boot camp like torture training Just an advise that I think can be useful. When you practice like this and get tired and you finally feel like you got it, you just need this last run feeling. Skip it and call it a day, just don't do it. It's much more likely that you will trip and fall, pull too hard on the As and collapse the wing/ trip fall catch the wing with prop etc... It's always the last practice run for the day that fucks up everything because you are tired but highly motivated. Save that motivation for the next day, it's not the last rep on the gym where you have to squeeze out everything you got. Trust me, that beer when you come home from the field will taste so much better even if you didn't fly that day instead of having to repair broken equipment I'm speaking from personal experience, and I'm sure many pilots will recognize this silly behavior that some of us do in situations like this. And it's hard for someone else to tell when this is happening since it's individual. But I'm sure lots of instructors have students who damaged their gear on the last runs for the day. We don't need two steps forward and one step back if we practice with common sense. On the last video you never lift your hands and keep the middle leading edge closed from the air flow, that's why it hugs the cage from the wingtips, it have no pressure in the middle, On the second last video you raise your hands and the middle part of the wing inflates and lift it self up. It's hard because it's easy to lean on the risers, but then it gets harder to stand up, and if you do it after leaning, you depower the wing in nil wind when you don't run and it stalls. The problem starts with the leaning, and there is little you can do to correct it afterwards. Use your arm strength and pull it, or a bit of forward momentum to jerk it up, but not to much as it can accelerate the wing too much and overshoot before you get used to it. Details, so many details... keep practicing.

You mean like...

Can't say that I like to fly in gusty wind at all, gusts at 12 mph above regular wind speed and I would not launch from the ground. If it picks up when in the air I would aim for a landing if I lose forward speed at lower altitude. There should always be a good margin. It's not that it's impossible to control a regular wing in wind speed like this, it's just not fun to fly in. More on the topic here : Also, aviation weather reports is just what it is, made for pilots, so it's useful to learn how to read TAF / METAR. Other than that I like some local weather stations where I can see a graph how spiky and stable the wind is, not just in strength but also in direction. The Holfuy stations are great. But other than that, windy is superb, it have everything! The better prepared you are the safer you will be. Learn how the local weather works. For example where I live we have a sea breeze on sunny days that the forecast almost always miss. This is common on days with perfect PPG weather, it can be a 180 degree wind shift while you are in the air on the evening. Nothing to panic about here, but much better to stay high up in the air, since it will stabilize quickly. Temp/dew should be on the checklist, easy to miss, might save you from a disaster.

Yesterday Gravity Paramotors from USA opened their doors. Looks absolutely stunning! Some very cleaver solutions on this one that might solve some common problems. Looking forward to reviews. Nice design, lots of thinking behind it, looks like a parajet But there is lots of small details on it that I actually don't like, but most likely that's only me

Holy sh*t! I would go berserk, not cool, not at all. Do you think it will be easy to get money back for it? Or will it be an endless fight? Sucks anyway, lots of time will be wasted.

Some reserves can open as fast as two seconds (about the time it takes for the lines to get stretched if you throw it hard, if you throw it in a perfect direction it's basically instant), if you are low and have a problem, throw it fast! It can be fully deployed and save you even if you are just 30 feet up. And even a 10 feet fall can kill you if you are unlucky, or break your spine. There are lots of pilots who have crashed with collapses and died when they tried to get the wings flying instead of just throwing the reserve. There is never a situation when you can excuse yourself for not having a reserve with you. I know lots of pilots are arguing about it, but seriously??? is it that hard to understand that a reserve will most likely save you, and crashing without throwing one will most likely kill you? Just google "paraglider" and look at the global news section, this is where the news articles tagged with the word "paraglider" shows up, won't take long until you find the word "died" next to it. Latest was yesterday. Don't take any unnecessary risk, it's dangerous as it is, even if you have safety equipment. https://flybubble.com/blog/how-to-deploy-your-reserve-parachute Read!

Cheapest life insurance there is. Fucking stupid to not have one. A bird strike can take you down and you are dead without it, and no you can't avoid bird strikes. There is even videos of birds that are attacking paragliders and ultralights, and there is absolutely nothing a pilot can do about it. There you have a reason that almost no one mention, even if there is lots of youtube videos where the reserve saved pilots after hitting birds. The biggest problem is that most pilots only have one reserve, throw it accidentally into the glider and it might be the last thing you ever do. If we always needed to use one, do you think this sport would even exist? It's not just for acro, it's for every pilot out there, sailplane, hang gliders, balloon pilots etc.

I get all kinds of advert, looks like it depends on google browsing history or something, so it must be individual for everyone.

Dynamic collapse with unforgiving altitude. It fits the description in the synth 2 manual, very quick and spontaneous re-inflation... but just a bit to close to the ground. Quick entry into a 360 spiral with power (fun), then off the throttle, hands up and then what looks like a forced exit with counter steering on left side. The engine rev up on the surge after the quick exit together with too much exit speed, so that would be the biggest pilot error in this situation, even if it's just a short push on the throttle. Then we have the left turn that unloads the side even more after exit, and collapse, if this also was counter torque, then it would be even worse. Hard left break pump after the collapse might have saved the situation with a close call, but probably not with the lack of altitude. Easy mistake when exiting maneuvers with high speed. Only assist exit if needed, don't force it. This is often described in manuals and on acro pages. Watch spiral dive exit videos on youtube to learn more and be a safer pilot. This is also a possible outcome when the timing and exit on wing-overs and asymmetrical spirals are wrong. Also mentioned in the synth 2 manual btw. As you see in the video it has to be done correct on low altitude since it's very unforgiving if done wrong. Simply don't do it if your not already very familiar with acro. Even if you are uninterested in acro flying, anyone will still benefit to read about it to get a solid understanding of the typical behavior a paraglider have in these situations. Thanks for sharing, and hope you recover well Connor, not many gets a second chance.

Or ~90kg because 150cm prop was mentioned when Laurent said the rough specs. No need to hype this any extra, it will still be insane with 82+ kg It won't beat the Thor 250 on thrust, but will be much lighter, and that makes it much more fun and accessible. From e-prop about the Thor 250: So if the engine becomes popular I hope we will see a four blade option like the thor 250. But I wonder, is it just noise reduction compared to a standard four bladed propeller or compared to a standard two bladed e-prop.

Nice beach but https://imgur.com/gallery/flyBF nope.... not jealous, not at all..... I like snow and darkness.

Ok, anyway, seems like something every Apco force 2 pilot should be aware of, so great that you share your experience.

You should always add the weight of the wing, this is how you count the total weight. Is it this crash Bobbyf? If I'm not all wrong the airspeed looked very slow then the turn starts, and against torque, not sure about the propeller angle on that paramotor, but factors like that can make any wing collapse when close to stall speed. And it's easier to pull more break when the speed is close to stall since you don't feel the pressure like you do when you have cruise speed, so it's absolutely possible that what felt like light break was in fact too much break. And even if it would be ok with the same amount of break when you have cruise speed, it's because the other side of the wing will have the correct pressure and AoA for the turn. Not saying that I'm correct since I didn't fly, but I think that I might be correct about the behavior for any wing in the situation I describe. Please correct me if I'm wrong since this is a very serious topic. Experienced pilots know that you sometimes can launch with a very slow air speed before it picks up. You still get up, and if you add lots of throttle you will feel much more torque then you would if you have a very high running speed and take off. 15 sec with climb is not much help if the initial take off is low. For airplanes there are lots of V speeds for this to keep pilots safe. Some of them are just as important for PPG, but since we most times have no clue about them or know the air speed we fly we simply have to learn to do it the right way.

Hi Joe Nope, wind will only affect angle of climb and ground speed. Climbing against the wind can sometimes feel like an elevator, while the climb downwind will have a lower angle, but still have the same rate of climb. You will still have the same angle of attack if you apply the same throttle. Lots to learn as a newbie, welcome to the forum and hope you will have a wonderful experience with paramotors!

I use this type https://www.mvh-shop.de/GEL-battery-KAGE-YTR4A-BS-25Ah for my Adventure solo, works great and starts on first try.

Agree, looks perfect for indoor flying, just need 3 axis FPV controlled by head tilt.