morgy

Not to say I told you so.. The Zenith does not have enough Adjustment for most of the heavy Engines for the lighter Pilots...

I found this XC league last year but was unable to submit, But I hope to this year... It may be of interest who are into XC flying.. http://paramotors.xcontest.org/world/en/ranking-open/

Buying from a dealer/manufacturer from another country is only good if you can get spares quickly and there responsive to your emails when you have problems. Having a local UK dealer may not be the cheapest route but generally the service back up pays for it self when you do get issues... There is nothing worse than having to wait 2-3 months for cage quarters etc..

How much do you weigh? I am only 73kg and had to have the hang point almost all the way back on my zenith with Moster classic.. I hope all your hard work pay's off for you..

Personally i would advertise the V3 motor for sale and just buy a SH Moster.. The price difference won't be that far out.. Plus if you have not had the Crank upgrades on the V3 your going to in for min £500 if it goes pop and will loose that motor for 3-4-5 months!!

After having extremely poor service your still using the V3 Motor?? Does your V3 have all the latest upgrades? I have to say i still love the V5 engine and i did love my old V3, 180 for XC flying, I also loved my Moster zenith, BUT IMO there are motor and chassis combinations that really shouldn't be... Modern combo's like the Parajet V3 with Top 80 engine?? Fairly heavy chassis with a low power engine when there is a great set up like the Miniplane!! I think that your choice of chassis and engine combo is not going to be that great... WHY?.. The Zentih V5 needs a backing plate as you know pushing the engine further out the back making it feel much heavier and more cumbersome than an alloy classic chassis V3 V5. The V3 and the V4 Bailey engine are even deeper and are allot heavier than the V5, some +3kg @ 18.5kg. The all up weight of your set up is going to hit close to or more than a Mac Fly fitted with a 250 @90kg thrust and 2-3lph!! For the same thrust output you could be flying a 21kg Thor 80 Mac Fly 60kg thrust or a Top 80 with less power but at 19-20kg 50-55kg thrust.. Good luck on your project

Is there or can there be a re list button for the for sale section..

Ive just seen this thread.. should have asked in the main forum it might have got more posts!!

who does one week to pilot rating?? EP in a week yes then CP or Pilot the next.. If it take longer than 2 weeks for CP in Spain then just imagine how long it would take in the UK just doing weekends!!!

Each to there own... but give me warm sunny 20c over a damp wet field any day.. pilots learn quicker and don't have to re learn due to long lay offs between flying weekends or days.. Having learnt to fly Hang glider and a sail plane in the UK it takes ages HG EP I was lucky and got it down in two weeks CP took me 6 months to finsh !! one reason why i went to Omarama NZ to get solo in a single seater, getting there in 2-3 weeks compared to a fellow pilot who was still trying 1 year later... same goes for my PG flying learning in NZ flying nearly every day... Going abroad may not be possible for some people... But from my experience it's quicker and much enjoyable... We do the same down here Cas... All new pilots need help and advise no matter where they learn..

Not always the case.. I don't know anyone who offers one week training to Pilot?? Spain and France can be perfect but also thermic, more so than the UK.. If time is on your hands and you are happy to travel too an instructor that is close too you then all good... Many Pilots have to travel 1hour plus for training, only to arrive at a wet field and get blown out or canceled due to wet conditions or spring thermals.. put it this way.. two weeks in Spain equals to two months approx of UK weekends if you get the weather!! you could be looking at 3 months + work out your travel costs, cost of instruction, time lost traveling and waisted days on a cold field, VS warn sunny weather I know what i would choose!!! Not knocking any UK instructor as there are many Great instructors out there and I have no connection with any facility in France or Spain just my 2 cents...

4.5LPH the best XC modification you can make is an efficient motor...

Basically the fuel evaporates.. you can add a heat sink on the manifold or something like a remote system enabling you to use the primer bulb inflight to push fuel back into the carb may be better. A simple level to push the diaphragm you can reach inflight works a treat..

Call Dan Kettle at Fly PAP UK he will best advise correct location and fitment on PAP machines...

We had a 120kg pilot locally, as Simon says you just need more power and a big wing.. This time of the year i would advise going abroad to learn.

If you have a walbro carb these can suffer from vapour lock making it hard to re-start in flight..

As with everything in Paramotoring there is a plus and negative.. Use what you feel is best for you. I started off using Front mount and now use a side container for may reasons. What ever style you choose be sure to Grab the handle a few times in each flight without looking down for it for your first 20-30 hours... Knowing exactly where it is when the sh1te hits the fan is key. It is becoming very clear the past couple of years the PPG pilots do not do SIV training unlike the free flying guys. Knowing 'How' to throw your reserve correctly is as important as having one in the first pace!!!.. Even getting your self to a big fat repack and going down the zip wire will give you a feel whats it's like to actually deploy your reserve.. Even better get your self on an SIV!!! If anyone thinks that just because you fly in the morning or late evenings when everything is calm and that you will never need to use it you are WRONG!! I personally know a UK pilot who was flying straight and level in benign conditions and ended up upside down with the wing underneath him. He landed unhurt after throwing his chute from 1000ft.. I also had my wing go Full Parachutal last year after flying into a bit of rain, I didn't throw mine but had my hand on it a few times... fighting it all the way to the ground i hit hard at 8mps... What ever you choose get it fitted to the manufacturers specs and correctly by a qualified instructor or your trusted dealer...

4.5-5 lph on fast rims is not that bad for a small engine.. most figures are gain form 30kg static thrust on a test bed.. your best eco figures will be gained by flying on slow trim settings.. your KM per Litre will also be much better on slow! Our Mac Fly Thor 80cc is 21-22kg all up and has the small PWK carb, these are much better for tuning and your eco figures..

Some wings are more economical than others for sure.. Same goes for PG wings, Generally the higher the efficiency the higher the wings rating. Just go out and fly for fun when you get more into the sport and want to fly longer distance or compete. Then its worth doing all the tests... Knowing your average speeds in slow, takeoff, fast and full bar and the fuel burn in each trim setting is key for Long XC and making sure you will get home!

Have you checked your bolts are not done up too tight and have compressed the springs. This can cause failure

Nope never had one break on all the machines we sold...

I was making a point about engine eco rather than worrying about the wings eco... so there my Figures not what i fly all the time If your into records or XC etc its not boring... I flew that long for the Icarus X series race I won last year.. This year is 300km+ We did a great XC the other day over 100km stopping of for a brew at a mates farm, flew down the river to the beach for an ice cream and coffee then along the coast and home.. Motor eco opens up more distance than the wing

Generally the faster you fly the more you will burn.. Dudeks do generally have more reflex profile and seem to burn more fuel... Saying that there are so many variables

You will gain more buy having an economical motor rather than worrying about the wing unless your into XC records or Comps.. As Simon says.. most pilots only fly for an hour or so but if your like me and like to fly long XC or multiple flights from A-B-C and back to A then the wing will gain more time/distance.. I can get 228km on one tank with a 250 and Viper 3 22m combo.. Having to plan a flight around Petrol stations etc is ok but if you don't have to it makes the whole XC experience much better.. Example.... My old Moster was circa 5.0 lph 9.6km per litre slow trim setting compared to my 250 at 3lph 16km per litre flying a 16m Ozone Slalom

I doubt very much that you will get a review of this wing from a UK pilot... Forum reviews are always from pilots who own that wing or dealers who sell them... Obviously there wing is the BEST!!! I would advise sticking with the Main 3 brands Ozone, Dudek or Paramania, Niviuk are worth a look as well. If you look at the competition scene what brands are being flown...