MagMen

Hadron XX is aimed towards a totally different purpose and skill level from a Speedster 2. If the level of knowledge isn’t aware of this already then you are not ready for a comp wing.

Yes it sounds like the easyVFR app is adding what it can from the Low Flying Rules to the airspace overlay on the map. If so that’s very impressive. So one is an airspace overlay while the other is airspace overlay plus Low Flying Rule adherence.

Dudek Synth 2 in red?

Shorehambeach - you mentioned “get my licence”. Licensing (and airworthiness) for footlaunch aviation in the UK is deregulated so you do not hold a licence. You can hold a rating from any particular organisation or association but not a licence.

No, not on the Saab. The prop shaft is driven off a turbine stage that sits in the free stream behind the other turbine stages. The right engine can have a brake applied to that shaft so that the engine can be run without the prop spinning so that it can be used as a form of auxiliary power unit to provide air conditioning and electrics on the ground if no GPU is available. It’s a cheaper and lighter alternative to carrying a separate APU and is fairly common in most free turbine turboprop regional aircraft.

Not so. Saab 340 is a free turbine so the prop can freewheel just like a clutched paramotor.

Does it matter? Very much so! A couple of years ago my mate and I were flying our hang gliders with Mosquito harnesses. My prop brake was working his wouldn’t lock on. We were engine off thermaling together. When he held his on manually we climbed together but the moment he had to release it I climbed above him like a train. Another example is to look at aircraft such as the twin engine Saab 340 turboprop (I used to fly them for a couple of years in the 90’s). In the event of an engine failure we had around 5 seconds in an engine failure after take off scenario to identify, secure and feather the prop on the failed side before the disk drag could become so great that it’s asymetric position would cause you to start losing roll control when at V2. A couple of Saabs were lost with all passengers and crew in the early days so we spent an awful lot of time in the simulator refining technique. Prop drag is well worth understanding as it can play a significant part in an engine off situation in a paramotor. I do routinely switch off and soar in my clutched paramotor however for that sort of flying I generally swap to a PG wing and after shutting down I go fairly deep into the brakes to slow my airspeed for long enough to let the windmilling reduce down to a couple of rpm. At that rotational speed the drag is similar to it being stopped. Prior to slowing it down the disking is much higher and the drag great enough to make soaring impossible.

That is incorrect. A windmilling prop is a very high drag source. That is the reasoning for fitting either a prop brake or the more complicated solution of feathering a prop.

I mostly fly trims fully slow. Gives me the lowest noise footprint while still being faster than most PG wings while generally keeping nice handling.

It’s just a distance bar for use with standard solid PG spreaders. Doesn’t even come with supporting straps. Price is a bit of a joke for what it is.

There are a couple of minor things to add to the article, but only one is important... in the bulk of the UK transition Altitude is 3000’ so if going above this altitude (which I believe many do) then the altimeter should be set to 1013 (QNE) for the time spent above. On descending down below then you return to QNH. The less important thing is the terms Query Nautical Height and Query Field Elevation are actually an old housewives tale. They are just two of a large number of historic 3 letter Q codes (worth a google search) that are not actually acronyms however many find it useful to use those terms to remember which is which.

Licenced airfield with an active ATZ at that time of day.

And so the season begins... I have just had a call from Enforcement that they are investigating a report from the Senior Duty Manager at Denham. At 1330 on Sunday the 18th Feb a paramotor was observed within their circuit pattern (over the lakes area according to the description) for 30 minutes. It caused all sorts of carnage to their operations. I don’t have any more details as yet however I will speak to Denham later and try to do a bit of placating. Does anyone here have any knowledge about this?

It’s the “yanking legs up repeatedly” bit that worries me the most. Sometimes you see people doing some really violent jerks after take off which scares the crap out of me as you see the wing go through a series of unloading events. Combine one of those with a bit of bad air and a nasty collapse at low altitude can easily result.

If I remember correctly the M is designed for 115cm prop and the L is for 125cm. Both my friend and I have the L1 frame which is just that little bit larger for the 130. I think the T2H is the 125cm version of the 130cm T2HA.