AndyB

LOL, that is exactly what I used to do.....until I found it difficult to get up after my last back surgery. 

1 hour ago, grumble56 said:

Any chance of a photo? This sounds imteresting.

I need to get it out to change the piston...so will take a pick later.

2 hours ago, avalore said:

 

So you think it's just figuring out the priming then it should be easier? How long did this take you figure out what's needed?

Polini took 3 goes, it started easilly without being too accurate. Moster took a bit longer. It would either not fire well, then not at all (not enough prime) or be difficult to turn over (too much prime). AC Nitro was tricky until I learned that it needs 3 full seconds at full blow pressure (ie blow hard, then press prime button, then keep blowing for 3 seconds more). AC Tornado started first time every time doing what I learned with the Nitro. 

I have taken an aluminium tressle (the type with the folding legs) and added wooden blocks on the top so that when my machine is sat on it, the shoulder straps are just loose when I fasten myself in. The wooden blocks have locating bits that position the machine so that the prop cannot hit the stand. I can stand up, buckled in, with no weight on me. Thus standing warming up is easy. When ready just lean forward and the machine is just on my back.   

I have found all my different machines always start first time....once I have worked out the precise amount of priming required. You have to prime very accurately and then when find the amount that works always do it exactly the same way.

I had the books listed above but found Jeff Goin's Paramotoring Bible is the best. I used this after training for a least a further 2 years as I learnt all the other things, such as active flying and power launch.

Watching all the PPG crashes also teaches you that there are 2 main categories of accidents. Take-off/landing and the rest. I read the fatal accident reports listed on the US and UK websites.

Take-off/landing are rarely fatal and if you follow good safety practice, always abort early and don't rush you will do fine.

The in flight accidents are when most fatalities happen and most occur when doing things such as stunts, aerobatics or fast turns next to fixed objects. There are a few dew to sudden wind gust.

8 hours ago, cas_whitmore said:

Don’t watch the crashes on tube .

cas . 

When learning, I watched every PPG crash on Youtube, many times, in order to learn what not to do. 

I have got home and they are all asleep still. They don't even know I went flying!

The basic rules of power to weight dictate that in order for self-propelled, continuous flight, you need approximately 1/3 of your body weight to be your "flight" muscles ie 1/3 of your weight in JUST the muscles that lift you up. 

The next best you can get to this is using an ultra-lightweight wing powered by a prop driven from a bike. However, even this requires the driver to be super fit. 

Science is a bugger.

Nice. Much better than over here by the coast. Been too windy most of the week!

My wife said "I'd rather pull my eyes out". She doesn't like flying.  

On long or XC flights when it is cold, I keep my hands tucked in, out of the wind. This way I find my ski gloves are fine.

Funnel clouds are more often created by wind passing over a nearby mountain, causing eddies. The photo I showed is 8 km downwind of a mile high peak. The eddies are pulling moist air up from the sea.

We get those round here.....flying saucers apparently.

I keep high over the town and then glide down the cliff side. There never used to be many at Bornos, but it is getting crowded now. I'm over in Estepona. Bit windy at the moment, but still brill compared to the UK! Andy

NIce vid.

I did an evening flight down below the bars on the top of Arcos. Very rarely is the wind nice enough to do it!

17 hours ago, alan_k said:

Thanks Andy, is the APPI syllabus used in the UK though?

Yes, Sky School use it in UK, Spain, Italy and UAE. APPI also have approved instructors all over the world.

.....and those of us that go with the APPI syllabus and train with Sky School.

My V3 was over 30 kg. Zenith a little lighter. Latest Mav, with lightest options, similar to NItro I think.....although AC have now introduced a lightweight harness, knocking another .9 kg off (I have that on my Tornado). 

I am same AUW and fly a Nitro and a Tornado. I have R2 in 26 and 28 m.

Approx speeds are: trims in 23 mph, trims out 28 mph and with speedbar an extra 5 mph.

£77

I learnt on a V3. I had 2 hard landings in the first 20 hours, but no damage and no prop damage. The V3 is VERY strong and is probably why I got away with it. In fact I've never damaged anything, but I was taught to abort early, not go for it (160 hours now).  

You need to work out what is important for you when you have flown a little. For me it is similar to you, the lightest weight possible, but also a decent thrust. So titanium/carbon and 200cc. I found going to Parafest and seeing all the available machines in one place was best.

I have flown with a number of harnesses but find them all very similar, if the size is right.

Don't go for smaller 3 blade prop to avoid bad launch. Learn to not do bad launch. 3 blades cost £150 more than 2!

Over the top of the dining table and chairs works well. Failing that, just leave it in a mushroom bag in a warm place and the water finds its way out anyway.

Mine is 11 m by 3.7 m.

Yes, mainly gliders. They like FLARM because on busy radar days it helps them manage what they are seeing ie a trace on the radar can be checked on FLARM to see if it is recognised. 

I am a member of the RAF regional airspace users group. We met yesterday at RAF Linton, just before it closes for good! We still have RAF Leeming and Topcliffe in the North East. I was particularly interested in yesterdays  meeting because of 2 items. There was recent air-miss between 2 RAF jets and 3 paragliders - in the same air-space they missed me 2 years ago. I have attached the report below. There was also a debate about what system to use in the air so that we can be seen ie ADSb, FLARM etc.

If you read the airprox report below you will see just how close the paragliders came to grief. This is precisely why I have been calling ATC prior to flying. However, even calling ATC is not foolproof as they only brief pilots first thing in the morning. 

The 'being seen' debate was really interesting, The CAA are not going to dictate which transponder system should be used, so there will continue to be chaos for some time. Having said that, the RAF in the NE is using FLARM as the system to help them identify gliders, microlights etc. In the ATC control room they have a huge TV screen with live tracking of all FLARM in their area. They also use FLARM in their trainers and tell me they can track them down to 50/80 feet agl. I will be getting myself one of these soon. There is a lightweight version (under 400g) with enough battery to last all day - it is Euro 400. Anyone using one yet?

Andy

Airprox Report 2019099.pdf