pauldeakin

Can anyone explain the reasoning behind using more oil in hot climates, I know it is normal to do this, many of the people I fly with in Thailand use between 25- 33:1, but I am thinking more oil = less fuel, and less fuel means it will run hotter????? I would have thought less oil but of a higher viscosity would be better in hot climates

I am really missing the fantastic flying and the meetings in Thailand. I will be back in October, I can't wait! Here are some photos from my last visit http://www.facebook.com/media/set/?set=a.375580415828357.85977.187104638009270&type=1&l=94a372e910

It is very easy for someone, or a manufacturer to recommend that you get the best most expensive oil, but I do wonder if a lesser oil would do the same job. I realise that different oils use different additives but I do not have a good enough understanding of this, so as long as it is 100% synthetic and it meets the JASO FD spec, then it is good enough for me.

I am not surprised to hear that, the Ozone Buzz is aimed at the new pilot, I have tested several of the entry level wings and found them to be less than ideal, OK for launching and landing, but you won't want to go to far on one. But if you moved up a level to the intermediate paraglider wings you will find them completely different, especially when you have the latest model and it is loaded heavy. I would imagine the Ozone Rush would be good, I know that the Sky Attis, Airwave Sport and Windtech Zenith all intermediate paraglider wings are very good with power. I often hear people say that they first starting power flying with a 5- 10 year old design entry level paraglider wing, then switched to a reflex wing and then are full of praise for reflex wings and tell everyone that paraglider wings are no good for power, but they never tried one of the latest intermediate paragliding wings, if the did they would be equally impressed.

My understand that it is the total weight of the aircraft, not just the bit suspended under the wing. but I see your point. anyone know if they include the wing weight when they weigh for the DHV test?

Some of the latest paraglider wings perform very well with a motor, especially if they are heavily loaded, my paraglider wing will do about 60 kph, I fly it mainly hands off when using a motor, it cuts through thermals without pitching back. Others are not so good, I had one that used to oscillate every time I tried to fly with hands off.

The DHV tests are done with paragliding harness they test how the wing behaves and how it recovers, it is tested at the minimum (80Kg) and max (105Kg) weights. The DULV test is done with a paramotor, it is only valid if you have the same paramotor\wing combination, they basically fly it and see if it is OK or if it does anything unusual. By the way - I think you should check your weight and make sure you include everything, including fuel, reserve parachute, paraglider etc.

I would soak it in water, (I once used a kids paddling pool) to be sure it is rinsed of properly. but don't drag it out when wet, take the plug out to drain the water. After it is dried, you could ask the loft to do porosity tests. and check the stitching, ask them to especially test the area where you know the liquid was.

Vinnie, If the disturbing info that you found was published by Dell Schanze, then you should ignore it, he is well know for trying to damage the reputation of any competition to his own products and most of what he say's is simply not true. If you are referring to some other disturbing info, then please tell us more.

I agree with Neilzy, when considering after sales and backup; a larger, established manufacturer with greater production, full time staff and dealers throughout Europe is more likely to provide a good and speedy level of support than a smaller outfit, no matter where they are located.

I would recommend the book 'Understanding the Sky' - A Sport Pilot's Guide to Flying Conditions, by Dennis Pagen

If you have a rule that say’s no flying at Midday, I would suggest that this is too simplistic, you should really try to learn and understand, the weather conditions better, and learn about lapse rates and the difference between stable and unstable air, then you can look at forecast (have a look at http://rasp.inn.leedsmet.ac.uk/RASPtable.html ). You will see that some days it is OK to fly at Midday, other days it will be thermic most of the day.

never heard of this? tell me more Gordon. Paraglider pilots sometimes go above 10,000ft, although not normally in this country, sometimes unintentionally, I do know of a paraglider pilot that go sucked up to 18,000 feet here in the UK, and there have been a few cases of pilots passing out. I would guess that if a paramotor pilot passed out the glider would stay flying reasonably straight through the airmass, unless the pilot was slumped to one side, but the ground speed and direction would be unpredictable. Who wants to try it?

I am very pleased with the Moster engine, nothing has failed or gone wrong with it yet, it certainly is very fit for purpose, my only grumble was that I felt some of the parts such as the new reinforcement plate should have been supplied free of charge. this is the reply from Vittorazi regarding this: "like you can see, almost all of the parts proposed on the service bulletin are consumable parts, proposed to our production cost to allow to all the customers to keep their engines upgraded and in perfect efficiency." If almost all the parts are consumable parts, then why are they charging me for the ones that are not? Anyway my conclusion is that it is a small price to pay to keep the engine in good condition.

I agree that some (most) of the parts should be covered by warranty and replaced free of charge. I have sent a message to Vittorazi complaining about this. I expect they will claim that the original parts were not sub-standard and this are optional upgrades or improvements. I am waiting for their response to my complaint, I will post it on here.

Vittorazi have released a service bulletin and upgrade kit for pre Jan 2012 Moster engines. See: http://parashop.co.uk/manuals/SERVICE_BULLETIN_MAY_2012.pdf I am going to order a kit, if anyone wants one please PM me ASAP. The cost price will be about £115 (including VAT, Shipping to UK, postage to you, Foreign bank transfer fee, Paypal fee, etc, If I can get a few it will reduce the cost as we can share the P&P and bank transfer costs.

Not sure what material is used for the Revo2 but, the Apco Thrust and all Apco gliders are indeed made from a different material that most other manufacturers do not use, it has more silicon in it (you can feel the difference) this material should last longer, I often hear off very old Apco wings (10-15 years) still being non porous. This may be even more relevant in dusty conditions where surfaces are subjected to a lot of wear. The material that Apco use is not thicker it is thinner, but is is heavier (42 g/m2) because of the extra silicon, which means it is more likely to stretch. You could look at The Apco Force if you want a glider that is made from this material that also has reflex performance.

I got one from here: http://www.skydrive.co.uk/products.asp?cat=59 cost about £38.00 complete, but they appear to be out of stock, may be worth, contacting them to see when they will have more.

or it could be that you had a weak suction pulse because these engines do not have a reed valve

Cage is a big improvement, but have you thought about about fitting some J bars or swinging arms, or would that mean having to buy a new harness? I guess that you can't 'weight shift' with your current setup

Do you have TinyTach rev counter? I have a TinyTach that shows a reading of half the actual revs, even though it is set to one ignition per revolution, it seems to think that I have 2 sparks per rev so always shows half of the true revs, it doesn't really matter because I know it is doing this, so always know the true revs.

Very true, obviously the amount of mishaps can be greatly reduced if a lot of time is spent ground handling with a ground handling harness and with a paramotor not running (maybe with prop removed). The average Paramotor pilot seems to spend a lot less time practising these skills than paraglider pilots. I can think of two reasons for this; 1. It is hard work practising with a motor on your back. 2. Paraglider pilots have a lot more opportunities when they are waiting on the hill for the wind to increase or decrease or change direction.

MZ 100 see: http://www.compactradialengines.com/mz100.html

At last - a point that I can agree with

Why do you assume that UK Manufacturers hold stock, and foreign ones don't? All manufacturers try to keep on top of stock levels but have occasional supply and demand problems. I think that you should compare each manufacturer on the merits that you have mentioned but not 'right one off' just because it is not located in the UK