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subtlealpine

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subtlealpine last won the day on May 12 2018

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  1. Yeah I haven't touched the knot from the factory. I'm sure that changing the knot will fix it, I'm just wondering what everyone else does in this regard. Do they use TEA or offset carabiner loops.
  2. Clive spent two hours getting the harness adjusted just perfect only a few weeks ago! So choices are Put left riser in upper loop and right right riser in lower loop on carabiners Move the knot down an inch or so Asymmetric trimmers - feels wrong to me, but maybe a short-term fix or in-flight adjustment if it's not quite right when out on an XC I will go to the field later and just test it out. I think I will do it in the order above. Thanks!
  3. After getting my new wing I haven't adjusted it yet for straight and level flight when cruising trimmed out on XCs. In my last XC if I trim out and cruise in level flight the motor turns to the right slightly. Even when compensating with weight shift, it doesn't correct it. If I use my TEA line to correct, it then turns to the left. I had to pull on the left tip steering toggle down to my ears for most of the flight, which got annoying. So I guess I have two options to fix this: 1) Adjust the TEA knot so that when it's engaged I will be flying straight when cruising 2) Try the upper carabiner riser loop on one side. My wing has two loops to connect to the carabiner. How do people solve this commonly? Adjusting the TEA knot, use the upper carabiner loop or some other method? I have a bulldog Moster 185 and a Dudek Universal 1.1 28m
  4. I have a 28m and I lost some weight recently so a 25.5 is probably more my size...
  5. I have an old PAP Motion Size M that I bought for £350 a few years ago. I only kited it about ten times, never flown it. Good for ground practise. You can see pictures of me practising with it here, the blue/yellow one.
  6. I bought a UK topographical air chart but I don't know how to read it properly. Are there are any online resources that show this? My Google search didn't come up with much, but I did find this http://www.nats-uk.ead-it.com/aip/vfrcharts/downloads/QUARTER_LEGEND_A4.pdf I have SHEET 8 ENGLAND SOUTH Edition 24 (2020) 1:250,000 For example I can see a region that says this in purple with a dashed line around it: LUTON LTA D 4500'-5500' 129.550 (0013). Does this mean Class D airspace between 4500-5500 feet? Can I fly my paramotor under 4500'? What does 129.550 mean? What does 0013 mean? Some lines are dashed and some are solid. What's the difference? I'm guessing CTR D SFC-3500' would mean class D airspace from surface to 3500 feet? What does CTR mean? There are some heavy solid black lines on the map with dashes crossed through them. What are they? There are also dashed black lines. I guide book or online tutorial on reading these maps would be great if anyone has a link. Cheers
  7. This was my first fly-in and I thoroughly enjoyed it. Great laid back atmosphere, everyone really friendly. Just great sitting by the fire pit in my moon chair chatting about paramotoring. Fireworks were spectacular! How do people without a facebook account access the photos? Would love to browse through.
  8. Day 11 19:00 - 21:30 3rd June 2018 Total training time: 9½ days Arrived at the field about 18:30 and started setting up with a few other guys. Weather was quite humid and warm around 22C, light wind dropping down to nil wind by 20:00. Plan was to ask Steve to talk me up over the radios and then he'd join me. We had problems with starting the bulldog up as it kept cutting out due to air in the fuel lines, once we had it running sweet, the throttle cable was sticking a little bit. On closer examination it was decided to err on the side of caution and get a new throttle cable and abandon the bulldog for the evening. Steve very kindly offered his beauty to be flown by me and he would talk me up and down. Very generous of him as I know he wanted to fly that evening. At this point I started feeling very nervous, started sweating a lot, probably because I had never been up on my own wing before (a dudek synthesis 31 LT). The wind had completely disappeared at this point so I needed a full-effort launch. After a lot of deliberation, I finally went for the launch and the wing came up great, but something didn't feel right to me, so I bottled it and stopped. When I stopped, the wing stayed above me so it was a perfect launch and I just didn't have the conviction to commit to the launch. Grrr. I was soaked in sweat at this point, so put the motor down, took off the flight suit, drank lots of water and cooled off. 10 mins later I set up again but I didn't have the full conviction and the wing didn't come up above me fully so it was a botched launch. We set up again right away, and this time I gave it everything I had mentally and physically and was determined to not bottle it this time! I needed quite a long run due to the nil wind, but got airborne nicely. I was still feeling pretty anxious on launch but once I was 50m up I felt much better and got comfortable in the seat. My mind was such a mess that I pulled the brakes down after launch a little bit and Steve screamed in my ear "Brakes up! Brakes up! Arms up!" After that, all was good! Launch Just after launch Interesting how, when under stress how my mind does stupid stuff like that. Here's the edited video of the 30 minute flight: I didn't want to come down, but we were getting close to sunset so I had to come in for a landing. Landing was not the best, but I got down without hurting myself, although I did fall over again. As you can see in the video I came in way too low because I haven't worked out in my mind what the glide slope is without power yet. Hopefully next flight I can come in a bit higher without any power, and have better judgement of the glide slope. Final Approach A great evening, and thanks again to Steve for the encouragement to keep going with the launches. Several times I said to him, "I'm not going up tonight", but it was just fear and anxiety, and I got through it and now feel great. To any new or wannabe pilots: get yourself proper training, don't try and do it yourself. There is so much going on mentally and physically that you need a trainer. I have had two flights now and I still need a trainer to guide me up and down for at least the next five to ten flights I would imagine.
  9. I've narrowed it down to either a tow bar shelf or a trailer now. I have a garage I can put the trailer in so it's not a big deal. I will be attaching it to a small car, Ford Fiesta which should be able to pull a paramotor on a box trailer just fine. Doesn't seem to be a huge market for box trailers in the UK that can it a paramotor snugly inside.
  10. Loving the quality videos, hope to fly with you soon!
  11. Just had my first flight and now need to decide on whether to buy a small van as a third vehicle or get a tow bar fitted to my VW Sharan and buy a small trailer. What do you guys use to get your motor and wing to the field? What are the pros and cons? I've also seen some people fit a shelf onto the tow bar and strap the motor to that, but I only think that's suitable for short distance driving, and dirt from roads would cover the engine.
  12. Amazing feeling isn't it? Looks like you got some decent altitude. Nice I had my first flight last week too - check it out in my blog. There's a video there of my first flight on the GoPro.
  13. Day 10 (6 in Spain). 07:00 - 09:00. 12 May 2018 Total training time: 9 days Writing this in Barcelona airport while waiting for my flight back. Arrived at the field to very gloomy overcast conditions with a light local wind from the mountains. Forecast for light drizzle from 11:00. Intention is to do one practise jump and then go up. I did the first practise jump perfectly, and felt ready to go! Launch for the first flight was also perfect with no issues at all. Got into the air really easily and was talked though on the headset by the instructor as to what to do. I didn't have to think about anything, just to relax and enjoy! After 30 seconds or so, I got into my seat which was a bit of a struggle, I had to park the left brake and use my left had to wiggle in, but after I had done that it was bliss. I had full throttle all the way up to cloud base and at this point the instructor told me to ease up on the throttle but I misunderstood him. After the third instruction, I got the message and eased up but at this point I was going into the cloud. I then came out of the cloud and the instructor gave me instructions to idle back to the field with an 8-pattern at the end of the field until I was 20m above and I then came in for a landing. At this point I had slight brake, so I let the brake up to get some speed for landing. Right at the end I pulled the brake a little and flared when instructed, but I think it was a little too soon and I went up a bit too high and then came down and sadly didn't stay on my feet and face planted. When I landed I was so happy to have finally done it. It was a fantastic moment, really magical to be up in the sky with the engine at idle near the cloud base and to look around in my chair in the sky with no obstructions in front of me. Amazing feeling. I captured it on the Go Pro here: Feeling great and can't wait to fly with you guys in the UK!
  14. Day 9 (5 in Spain). 07:00 - 09:30. 11 May 2018 Total training time: 8 days Arrived at the field with the wind blowing the opposite direction. Nice clear day but with meterological wind, not local wind from the mountains. My instructor explained that perhaps the mountains had cloud cover overnight so the cold air did not flow from mountain to the beach, and also the higher altitude winds were stronger from the opposite direction. This meant we had limited time because as the sun warmed the mountainsides, more wind would be sucked inland and it was already coming from the beach. We took out gear to the opposite end of the field to do a couple more practise runs with a stop, to be followed by our first flight. I must admit I was pretty excited the night before so hadn't had much sleep but I was dead keen to do it. This time we started with the 125cc Pap engine instead of the 80cc for more power and a bigger harness. My first run I pulled the wrong break and felt more torque from the engine which threw me, so I killed the engine. Not good: My second run was perfect, although I forgot to keep holding the brakes down after landing, but I am now ready for first flight! John's turn and on his second flight he got quite high, maybe 6-10 ft and landed awkwardly as the wind changed slightly on landing and he sprained his ankle. Understandably, he was not very happy about this turn of events at all, and limped back to the end of the field for a rest. The wind was starting to pick up more now and the instructor told us that we would not be flying anymore today. We did some kiting of the wing for practise, and went back to the shed for a recap of the day and a reassurance that tomorrow we would be flying for sure. We both felt a bit deflated after today, disappointed in the weather again with the strong wind, and the fact that John had now sprained his ankle. Went into town for a nice pizza and then chilled out back at the hotel for the afternoon, when I wrote the trip up on the blog. So, looking forward to tomorrow, hoping that John's ankle has recovered enough for his first flight.
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