t_andrews

So much for subtle.... Definitely a good news story, please limit the questioning of judgement as I'm certain these pilots have rethunk this flight many times in their heads and know how lucky they are. One point though, when it went black on the ground and the last daylight pilots landed, we knew these little sparrows were not too far behind, so the wagons quickly got circled and this instantly became the best landing zone option for kilometers. All it takes is a few minutes of distraction to make it dark on the ground. This was pretty dark though, like half an hour after dusk at least.

Let's have a go... Please post your wing as it should appear in the poll - sizes could be included. Prompted from: http://paramotorclub.org/forum/viewtopic.php?t=2399

A smaller diameter prop with a higher pitch can match the thrust of a larger diameter prop with a lower pitch for the same rpm. Higher RPM does not ensure a higher torque effect (ignoring all the systems that compsenate automatically or by manual adjustment). I don't know how to keep it simple and offer propeller design tips, nor am I qualified: http://www.woodenpropeller.com/Basic_Pr ... esign.html Understanding torque effect: http://wiki.flightgear.org/index.php/Un ... d_P-Factor

If your ground wire was corroded or partially grounded, the screech could be attributed to an 'almost' backfire. That is, when the engine is dying slowly due to a partial spark/ partial ground, that last weak spark may occur somewhere other than TDC or fire the engine backwards, spinning your small pulley under the belt. Kinda like that 2 stroke bike that kicks you back. Glad you got it sorted.

There's a thread somewhere telling folks to leave their ads online when sold? Curious as to why this is, makes for three pages instead of one. Perhaps run the latest classified in the little container in the right nav panes?

Thanks Guys, but I think you missed my point. A pilot on another forum has suggested that for each weight range the upper weight is used for 8G certification testing. He didn't offer an official link, so I take his suggestion as an opinion, still seeking the documented truth. Dismissing the G rating ignores the question altogether which is one of safety after all. I do appreciate your lack of concern, but suggesting someone else cease pursuing knowledge is always bad advice when it means they might fly safer. Valid point though on motor rating as a variable. So, to clarify, what I'm hoping to learn is what mass (for each weight range) is used to certify 8Gs. *If* the upper range is used (which does make perfect sense - do it once) then great, but if so then what is used for the polar/glide ratio/min sink? Dismiss the need for that information at your own peril as it should affect how you fly your wing. I've seen tree landings as a result of confusion between best glide and min sink. Staying in the air longer is no help over trees, or when you need to get back to shore. If your Glide ratio will be less than published because you're over the tested weight, don't you want to know? I couldn't find my wing at the site Paul posted, so just picked one I was familiar with. It looks like the wing was tested at both the bottom and upper weight range with results for both tests. No hint of what is used for polar calcs or glide. I recall seeing a table in the works for the fusion here somewhere, and was interested in the variation from published results. This is what I'm trying to understand here as it will lead to a better understanding of the characteristics of a wing as tested AND how I might need to adjust my flying to match those published numbers. I know it's not all math, you don't need to know a lot of this stuff to fly safely, life goes on, etc. I wanna know because it will make me a better pilot. BTW Norm - sorry to hijack your thread. Paul's on the money with para2000.org but it's a tool you need to know how to use - and by that I mean try some wings. Some folks might not want you to risk parablending their nice wing, but may well offer it for some groundhandling. Best thing tho do is be out there with some experienced pilots, borrow or chat them up about a wing. If at all possible I recommend try before you buy to get what you need. This is a great resource for the discussion about them all though. This forum host polls? Maybe wings could get listed and some parameters rated to 5?

Does anyone know what mass manufacturers test their gliders at for the 8g rating? I know it depends on glider size, but that's standardized right? Example: 103kg-130kg rated glider is tested at (in this example 99kg naked pilot mass) 8Gs and passes. What mass was it tested at? In this case the possible range difference is over 215kg. I will assume until someone corrects me that the same mass (per size variation) is used to calculate polar, min/trim/max speeds and glide ratio. I just can't believe I'm only thinking to ask this question now.... Important? Hmmm... Say they use naked weight @ 99kg and I motor up to 150kg not too far over the 130 range for the wing. Now my G rating is dropped to 5.28 instead of 8. Not saying I'm going there soon, but I am feeling rather ignorant all of a sudden. I invite enlightenment.

Stu, I'm curious about the OSD On Screen display on: http://www.vimeo.com/1785489 Did you overlay that after the fact or integrate it into the archos recording on the fly? BTW thanks for the 720p suggestion for slo-mo in your other video, I may use that one myself. Nice dashboard. Be nice to see an annotated pic to show what lights show what, toggles do what etc.

For those with a Youtube account: http://www.youtube.com/account#playback/quality Will allow you to automatically get served the Higher Definition version of whatever you may watch. Set and forget.

and if you cannot afford (time, money, tavel) to go take an SIV course, then at least watch them... http://www.youtube.com/user/jockysanderson Security in flight Performance flying Are both favorites of mine, and having armchair piloted performance flying has already saved my ass a couple times just knowing what to do on asym deflations and surprise conditions. I owe Jockey a brew and haven't met him. Probably a few of us like that. Thanks for the fusion feedback, I'm all atwitter for it's arrival.

Indeed sad news and a worthy post. Thank you. I think all of us have been surprised by our wings at least once. I know mine has surprised me how fast it will go Leading edge down when coming off power and banking hard one side. Same result without all the Gs that mess with your vision and balance if you turn your head. This was an easy situation to place yourself in - it is always seconds away. Fly High. Know your wing and yourself. Ease in to each change in your flying. Be safe. Article speaks to the warning well, sorry it needed to get mentioned.

I went with the GEMS LS-7 single point, type 3 level switch, nylon and managed to install it much too high in my tank. http://www.gemssensors.com/content.aspx?id=2100 It begins to flash @ half tank and to determine how low I am on fuel beyond that, I simply give the rig a shake side to side to watch the float close and the light go out as the fuel sloshes. Just as accurate as a mirror glimpse and simpler then multiple switches and LEDs (and lighter). Since I don't stare at the thing, it works well, I just didn't want to have to depend on direct visual to the tank as it's awkward and a pain in the ass. This setup is dead simple and other than the locknut losening can not go wrong, doesn't need a control box or voltage adjustment and works on exisiting 12v. I was kicking myself for not making adjustment for the weird shape of the tank with it's rounded bottom, but it all worked out better than expected. Largest cost was the float switch for me. I wired it in with the strobes on the cage, although it could easily go in series with the master arm. Stobes: http://spectrumled.com/fixtures.htm Scroll to: Super Bright Strobe Light Kits Mod required to survive paramotor vibes, but just a dab of silicone (discharge capacitor breaks away from board). Xeon flashers have proven bulletproof 25+ hrs on cage - they are fully immersed in acrylic. I don't think LEDs have the gumption to be seen in bright daylight for any distance compared to xeon.

I have an atc3k - I don't think they're much different (ccd wise). Lots of examples on Youtube - here's mine: Click the high quality link to see a better version then default. Even that is scaled down from 640x480. Cams to a pretty good job of set and forget video. Compact (couple takeoffs with this mounted on my ankle between feet) and water resistant. Two hours with a 4Gb card on the 3k (I've only ever done 45min at once) Forget about using the audio as the waterproofing makes it unusable for all but bangs and crackles. I'm planning on sticking it up in the center of the wing with a hula hoop mount. Tick one vote for you getting one for christmas... Good general cam to make a record of it. Not HD by any stretch, but level adjustments are pretty quick (as seen in above vid).

That's got to be under 50square feet of fabric - the thing sounded like my little trainer kite in 50k winds! The man's got skillz flipping to reverse while foot dragging. I don't think there's *any* wind. With that level of wing loading you simply have to come in hot and bleed it off or fetch the splints. Cool video.

Tossing a guess in that it's a bad cell in a Ni-Cad series that's shorted or reversed polarity, sucking the life from all it's friends. Damn them dendrites... A guess, because I haven't the foggiest what Parajet uses as stock.

After falling off!? If your four blade(s) is/are the same diameter, pitch, chord as your two blade prop, then you will likely get more thrust out of it - simply more acting surface. Chances are good that you'll have lower rpms too. As a rule, just using the number of blades does not a better prop make. Ideal props are only ideal for what the pilot intends to use them for when properly matched to an engine redrive. So if your four blader runs your engine slower for the same climb rate, expect better economy, but also expect that you will not get top rpms as with your other prop and use the full range of your engine. That is (for my hypothetical example): 4 blades @ 5krpm = x thrust, while 2 blades @ 6.5k rpm = x thrust Why bother with a prop that you've got to spin up 1.5k rpms more for the same thrust? 1) less torque steer / inertia 2) cheaper to replace 3) often quieter Why bother with a prop that has twice the blades? 1) lower rpm @ cruise thrust 2) better fuel economy 3) Higher TBO for engine @ lower average throttle Manufacturers did a lot of the testing to pick a prop, but if you've done any power mods - intake/exhaust silencer addition/removal, tuned pipe addition / removal then revisiting a prop choice is in order. Have you tried fitting a single of the two prop (four blade) system to see if it's sufficient? (assuming it's possible with your configuration) If you try this, do keep an eye on overspeed - tach required along with your engine max rpm spec.

http://www.aerocorsair.com/id65.htm

tommcb6016 , Doesn't anyone in your area have any hand-me-downs? I've got a couple wings I loan to folks to beat on and get a taste of the power they're trying to manage. Lots of from that. A little harness hand tow to share the flight sensation. Some tape on the holes they make. Surely you have some folks local to you that you will eventually fly with that likely have some used gear? To the experienced, over the learning curve groundhandler, the value of the 'beater' wing is very low compared to that of a wide eyed newbie. I'll agree that older wings with low porosity or just lousy inflation characteristics create frustration, but they also teach you things that a wing that will inflate with just a wink will never teach you. I'm no expert but do know you learn the most about wing inputs on the ground until you have some hours under one in flight. Safest place to learn too. So, suggest you save you investment in a new wing and beat on one that should never fly again to learn the basics and let it take the beating of your learning curve.

Always a good idea even if not required by law. Since my training flights I have. How else can you prove your experience?

I was surprised at the headset quality for the price when I got a motocomm headset for my vx5r. Ordered it via flytec (info@ flytec.com) 800-662-2449 (inside the US and Canada) +1-321-773-2307 (outside the US) +1-407-264-8455 (fax) I'm just a happy customer spreading the word that I had good service and was happy with the purchase. My kit was a set of mono headphones and mic that fit right into my charly insider free flight helmet. Came with extension from helmet to radio and specific adapter for $66 USD. I just use earplugs with it while paramotoring and crank up the volume. YMMV as always.

Looks like there's a bit of a run required...

Very cool - perhaps one of the red bull pilots?

I don't know about anyone else, but I'd sooner have max rpm and thrust available then tune it out for economy. I guess it depends on flight goals. I find myself in serious sink from time to time and don't really want to be propped out because I tuned it out. for example: As flown that machine registered 120lbs static and that was it. Most it would ever make with that redrive (fine winter rejets notwithstanding). Replaced the redrive with 3.1:1 per WJ stock and it added more than 30lbs to the total (my scale broke after that). For me, the safety factor is worth it. For an XC high flier, adjusting prop or even a different redrive may be in order. It's all a balance after all, the redrive in that video would have the engine last forever and carbon up faster too, but it's a waste of the engine's capabilities without having the entire engine range available. Better off with a cheaper hirth f-36 (solo). If money is no object, get yourself an inflight adjustable prop and have both. edit: http://www.ultralightnews.ca/Ivoprop/inflightultralightmodel.htm Anyone with a mini2 may have noticed that the simonini HP curve stops at 26, while they're advertised as 28. If your rpm doesn't match the top of that hp/torque curve, you're limiting your engine by redrive or prop. Not saying that's bad, just a factor. I prefer to fly then run as well.

http://tinyurl.com/54vjbl Old chainsaw motor, custom prop adapter and a week on and off in the shed. Prop adapter weighed .5kg! Taught me a lot about gyroscopic precession. Set up to use "weight shift" - center servo simply biased the kite strings by maybe three inches. See nav arrows on linked page for close up. Was fun to build. Wing is a two line t-foil trainer kite. It flew, but I was so hyped up to get it in the air for maiden flight, I forgot to pull the "ground tail" I used to keep it from nosing over on taxi. Managed to find the only tree in 300m