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norbertflyer

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Everything posted by norbertflyer

  1. Used all types of battery and LiFePo4 is the best - charging, life, performance. Just a bit expensive. https://shoraipower.com/ Richard
  2. The machine is not rated for acrobatics (you may not be either). We've lost quite a few friends as a result of 'spontaneous' acro. Please don't do it. Richard
  3. Apologies, I didn't have my glasses in use when I searched Amazon. Keywords we're correct, but the result was misleading...... keywords=castrol+power+1+racing+2t&dpPl=1&. Etc Richard
  4. Ok, it has changed then. In the mid 90's you couldn't legally operate any airband radio in flight unless you had a G-XXXX registered aircraft. Guessing this change is as a result of the licencing authority transfer to Ofcom. (We can still register our aircraft). Richard
  5. It does do something - it degrades glide, but I agree there's no point on PPG, especially on normal landings (dangerous). Richard
  6. Just degrades glide (L/D) ratio. Only used for forced tight spot landings and forced top landings in strong winds on a PG. Should never be used with a reflex PPG. Echo Jock's comments on "dangerous". Richard
  7. Used to be 3 concurrent qualifications for legal UK use of airband: 1 Pilot suitably rated 2 Aircraft suitably rated 3 Radio suitably rated Has it changed? Richard
  8. Difference in speed between the 26 and 28 is only between 1.5 and 2.0 kph according to my calculations. I think the only noticeable change would be running a bit faster on takeoff in nil wind scenarios. If you're fit, no issues for the smaller wing. Richard
  9. They're just different flying disciplines. I've done both for the last 22 years and they're only alike due to the wing similarity. PG - lots of waiting around, retrieves, lots of circle turning, long journeys to sites. 0 to 4 hours flying for a 10 hour day. PPG - 10 mins from home - 90 minute flight - back home in less than 3 hours. Also need thermic or ridge lift for PG, but not this much ..... .
  10. I would be very interested if you're willing to sell as a kit. I have 3 concerns with a number of existing trike designs: 1 drag (as above); 2 'turtle' on takeoff; 3 rough ground capabilities. Will watch closely on developments. Richard.
  11. I've used http://www.airkingpropellers.com in the past. Good quality, but I last ordered one 6 years ago. I still have it and it's still serviceable. Richard. (Good flying again last 2 days).
  12. Which Peter Lynn model do you have? The Bigfoot will have too large a cross sectional drag footprint for the Konig SC430. Probably twice what it would be in footlaunch guise. I'd get off the ground, but revs would be near max to keep it level with 50kg of thrust. Won't make pleasant flying.
  13. Jock, which kite buggy would you recommend as a starter? I have an option to buy a used Peter Lynn Bigfoot Buggy, but worried about the drag due its size, especially the wheels. Richard.
  14. Just a quick heads up on these hidden monsters. Took off immediately after the Spain match yesterday evening into a southerly 3mph wind direction (prevailing wind was east, with a northerly component above 1200ft asl). Bimbled around the fields about 800-1000ft agl in an approximate 7km radius circle, with only very slight occasional turbulence, but mostly smooth air. 30 minutes into the flight - Bang, left wing collapsed and a cravat. WTF. 10 seconds later after 4 pumps to get the cravat out, I was going up at 600ft/min, but concentrated on recovering the wing and maintaining direction. Where did that come from? Exited the thermal with a couple more minor collapses and back to all smooth again. looked round and thought nothing of it, but noticed that a motorway service station was near me (Lots of black tarmac and retained heat from a very sunny day). Variable wind directions gave me no clues otherwise. The cooling evening air must've had a significant effect on the thermal strength, but completely took me by surprise. Caught out good and proper (that's despite 550 hours on paragliders with several thermic cross country flights in the UK and abroad). I won't mention the wing name but its a certified ENB paramotor wing, it was in the certified trimmer setting and I had my hands on the controls at the time. No issues for me in that situation, given my experience, but may serve as reminder for others with less air time during this wonderful spell of hot sunny weather. Happy uneventful flying! Richard
  15. Presumably he attached the canopy to the frame carabiners via the loop on the trim tabs, rather than via the main riser loops? Richard
  16. If the layout is good into near zero wind, you won't fail to put the canopy above your head. Agree with the occasional swing, easy to correct/stop, but would prefer it not to be there. I don't use it in thermic air, as I reach for my old Ozone Delta for engine switched off flying. Richard
  17. 136kg on an R28. Not sure I'd notice 1-2kph more speed on an R26. May notice take off efforts more and perhaps landing speeds. Think I'd notice the manoeuvre velocity more so. Richard
  18. Hope this is not yet another acro fatality. https://www.thesun.co.uk/news/6229172/pilot-dead-and-another-seriously-hurt-after-two-paragliders-crash-in-mid-air-in-cambridgeshire/ Condolences to the family of the deceased pilot. Richard
  19. Hope the pilot is ok. https://www.coventrytelegraph.net/news/local-news/firefighters-called-paraglider-hits-power-14622052 Could be low sun visibility issues? Richard
  20. Quite a few replies in this link from 2014. Richard.
  21. I'm from the PG community and still use an ENC Ozone Delta PG wing under power when thermic conditions prevail for some switched off engine fun. The Roadster 2 ENB is also in the 'quiver rack' if I just want to blast around instead. Richard
  22. I've always been confusing these terms for more than 20 years. A picture helps. Richard
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