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Blackburn Mark

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Blackburn Mark last won the day on September 22

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  1. Ah.... yea, be carful! I'm guessing I would find the response a bit wild having flown a four stroke for so long but I'm thinking I would be enjoying the extra 20kg of thrust too much to let the throttle get on my tits
  2. That's typical of a highly strung two stoke... Throttle can be like an "ON-OFF" switch compared to a four stroke. You need to preempt the response to stay in front of it going turbo... I'm guessing you have learned to subliminally dance with your trigger finger Andy. Lowering compression is usually accompanied by a lower fuel efficiency (all things being equal) but I am guessing the typical cruse RPM with the XC head must somehow be inside the pump resonance... I cant see how, I guess a lower pressure shockwave travels slower giving the bottom end a better breathing timing I'm shit wit
  3. Ah, so you have no access to the old one either... ? The new one would only give you a clue as to where in the RPM range the hysteresis would be at its worst. Quantifying that would be quite the trick Like I said, it is a "safe assumption" that it is an improvement if that is what the designer professes to be the point. Besides that, it would seem plenty of people have many happy hours on such machines (even "peaky" ones) so it is also safe to assume the issue is not insurmountable with a touch of trigger finesse
  4. Why else would they bother? The response hysteresis may be gone but I doubt it... Cant see it being worse though... Id put money on it that its an "improvement". Do you have the "old" curve? Wouldn't mind a look at that
  5. What exactly are you looking for in the thrust curve? (I assume you mean "power curve") If its dubbed to have "flattened the curve" then its reasonably safe to assume that the aim has been to make the machine less "peaky"... More pilot // trigger-finger friendly at the expense of some top end. If the compression is lower then maybe some loss in efficiency at wide open throttle BUT that might be offset with a slightly better cruise efficiency.... but we cant read that in a power curve. Are you going to be able to read any more than that from a power curve?
  6. Did I say "entirely" ? Are you being tactically uncharitable in your interpretations? So we do indeed agree....Yes? I suspect you are being uncharitable again. Within the context of paramotoring, I doubt very much that the amount of "reflex" we use does a great deal more than "unload" a portion of the rear of the wing so it is hardly lifting in the negative or positive in stable flight. The video shows an "unloaded" wing, a wholly different animal to a loaded wing. As Andy stated "The ppg wing maintains stability by virtue of the large not insignificant weight
  7. You seem to be excluding a subtlety: Are we in agreement that a reflex increases the wing loading (aerodynamically) and increases the aspect ratio (aerodynamically)..... ? These things, if true, are not insignificant which may be the reason why we don't see a large difference between the two as Andy has pointed out.
  8. I always assumed that a reflex reduces a profiles pitch instability AND it unloads the rear of the wing giving the whole wing a *higher "aerodynamic" wing-loading (faster) and a higher "aerodynamic" aspect ratio (improved efficiency) The speed dumps a lot of efficiency and the higher aspect ratio claws "some" of it back. I am not sure it is sound to conclude that a "reflex" is inherently inefficient without balancing the gains and losses of the various regimes... But I am happy to be corrected, my grasp is a pretty rudimentary one Design two tailless RC models with the same projecte
  9. You have a lot of things to juggle when launching.... Too many until the muscle memory eases the brains workload! I am assuming your brain is reacting to the harness beginning to take "some" of your weight. Tell your brain not to call "Gear Up" at all... you can switch the running off later..... Your feet will eventually start missing the floor
  10. Not sure what you are asking here... DONT rush, forget that you own a motor, you own a very large kite. I would hope you can be disciplined to enough to almost find ground-handling mundane in a mix of conditions before you re-mount your motor on your harness. Remove your harness from the motor..... lay out your wing carefully, you will find making a birds nest out of your lines very easy when its disconnected from your harness so be mindful. Your "A Lines" are the leading edge set of lines so make sure they are on top and all other lines have a strai
  11. Don't let us hold you back
  12. Owch! If they are anything like the original GY6 stator, I think I would be considering winding up one of the redundant coils as a second ignition coil. 5 hours would make me bloody nervous!
  13. I personally would attempt to count the winding and "roll my own" (maybe subtract a few windings to lower the voltage) Are they tough to get to/remove?
  14. Strange, cant see a new plug failing... Ill look forward to your investigation. I keep getting a strange one on my V2, during hard climbs it will miss a couple of beats or cut for a second or so... I have never worked out what it is, I think it might be a sticky exhaust valve (sticks slightly open when very hot)
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