t_andrews

I've found the optimate will do a better job if you let it cycle through it's charging algorythm once more after it shows the a-ok. That said; this just in (to me). Lithium Iron battery on it's way to me to replace my lead lump and at least four pounds of it's ballast. Check them out: http://www.shoraipower.com/c-1-batteries.aspx Integrate your charging system without worrying about burning your ass off. Giddyup. Edit: Resellers are the best bet as everything reads out of stock on manu's website. These appear to be pretty popular in bike circles, which is not surprising.

Cable connection corrosion is usually due to an electrolytic situation. Lead/Copper connections just require an electrolyte (water, humidity even) to begin generating a voltage potential and then corrosion due to oxidation. Not directlt connected to the throughput of the battery, rather the dissimilar metals exposed to air. The simple fix is clean connections up and use some DIALECTRIC grease/silicone between connections, then coat everything to seal it from further electrolytes. In my experience any other type of grease will seal the connection, but will eventually break the connection and/or cause it's own issues requiring further cleaning. Simply vaseline or grease is one of the poor choices. Isolating the connection under a thin film of dialectric compound, whether it's grease or silicone, will make you forget you ever had a problem, until you see a mate with the same issue. psst pass it on...

Scratching starts earlier then I'd like @ 3.6kg/m2. Different wing mind you, but loading is loading. Full slow trim you'll find is a treat with trimmers to do it for you. Min sink sorted. Enjoy. Do try them both if you can to make your most informed decision. It's worth a trip. Knowing what I know now, I would have liked to line up trim speed (neutral) with my old glide ratio rather than full slow. Not something you can do without some polar information. For someone coming from free flying a lighter loading is indeed preferable as you can always eat a big lunch, take ballast or your dog. Shedding loading is a different task. Presumably those folks already have the skills to manage a lighter loaded wing and the things that happen to such a loading. Gas is gravy.

You at least have options. I fly a fusion 29 with "Mountain" strapping harness free flight @ 105kg to get the same sink rate as my conventional wing. Had I known about custom sizes, I would have considered a larger size to place my free flight with harness weight somewhere in the middle of the range, rather then the top. Place the larger of the flight expectations on your wing size decision and match wing choice to that (always good advice) but with consideration that your trim range and bar can extend the top end with motor. Your risk being lighter in reflex is low in comparison to a conventional wing underloaded. My next wing will be purchased lining up flight ready free flight kit with middle of the weight range. Given there are so little (to zero at present) tests done with motor loading, and an 8G rating on pretty much everything launched lately, it's a compromises that would probably work for anyone. Good luck weighing your options.

Saw this photo on the interwebs. You may find it's related - or not. Your call:

I flew mine on your number 2 position for both free flying and motor flying. (low hangpoint motor) You can fly either position, depending only on how your hangpoints are set up on your motor. Higher hangpoints may put your brakes out of reach, so using a higher point on the risers can compensate (a bit). Try both while kiting to know for sure. The trimmer adjustment strap is intended to be (pulled to full slow, then) folded underneath the bottom of the risers (before clipping into biners) for free flying. This effectively locks the rear adjustment out, and may be what Advance was thinking regarding this thread: viewtopic.php?f=3&t=5636

Brakes! When I was a boy we didn't need no stinking brakes! I do recall how quickly wheels fail though. If you haven't, then yes try it! I've had my fill of ditch already

That last one is frightening. I once landed at the water's edge in a bay after sinking out of ridge lift. The water appeared calm, surf was puny 5 or 10cm breakers. As I landed I ran out of run out room and the wing overshot and half of it nosed into the water. I thought little of it except "damn, gonna hafta rinse". By the time I got out of the harness and started reeling lines in I realized I had caught a big one that was trying to pull me in. Sand flats ran out for half a mile under the gentle surf that was rolling in and out but it taught me gently just what happens on the beach when it goes bad. It's a hard lesson to pass on when folks equate surf with splashy fun. Please heed these warnings and consider a motor failure over water to be the same as jumping in tied to cinder blocks or concrete shoes.

Installed this one last night. Free even. http://www.downloadcheapapp.com/cockpit ... -3968.html sales pitch [youtubevideo] [/youtubevideo]Car demo: [youtubevideo]http://www.youtube.com/watch?v=LS8KE1t3t_M[/youtubevideo] feature demo: [youtubevideo] [/youtubevideo]Another cockpit (with recording for stats in 2$ version) - also currently free: http://www.macobserver.com/tmo/article/v-cockpit_integrates_iphone_3gs_gps_and_magnetic_compass_into_cockpit_simul/

Neutral PH is key so it seems. I was leaning towards a soak cleaning as well, until I read that the newer fabrics are less tolerant to moisture then those who are less 'green'. Seems rather ironic that the green production practices forced upon manufacturers actually lessens the resilience of the product by using water based application of coatings over petroleum of old. Those sand particles in the seams are hitchhikers forever for the most part, but taking caustic poo and/or salt of the filght surfaces makes sense. If anyone has ever left some bird poo on their car paint for too long, you know what I mean. Some background: http://www.ojovolador.com/eng/read/repo ... /index.htm And stretch'em after: http://www.ojovolador.com/eng/read/repo ... /index.htm

The test reports on: http://para2000.org/wings/advance/epsilon5.html for the 28 only note ACTUAL testing to 106kg max load. http://para2000.org/wings/advance/epsil ... tests.html So it seems for an E5-28, there wasn't even a test done for max load (40kg short) in free flight mode. This is 60kg short of "paramotor" allowed max mass, which has no published basis anywhere. I too am curious what measure is used to attached seemingly excessive and arbitrary weight ranges to this and most other wings when stamped "for paramotor". It's as if there's some magic behind how the same wing can be readily used for an overloaded flight situation, with no need to publish any data supporting it. Mind you, we all jump right in and fly them anyway. Surely there is some reasoning behind it, if only arbitrary marketing hype, but enlightenment is always welcome. So +1 on your general query. I have never held those measures with any trust, however given the relatively standard 8G rating of most wings ground tested that measure may be applied in proportion to one's "over" loading with a fair margin of G loading prior to failure. Flight characteristics can be expected to change with loading as always. We sign up for that one too as "test pilots" every flight. An answer to the high paramotor ranges would do well to remove a personal peeve. Inquiring minds wanna know.

I would question that assurance Simon. Not to raise alarm, but it did appear as though it was a root hack ie. They cracked through on a server level in order to replace not just your root page, but any served by the master apache server. Such things happen all the time, and only the lamest h4ck0rz actually affect a visible page as doing so exposes a nest they may use at their discretion. The fact that they chose to boost their net cred is a bonus as it allowed plugging the hole in short order. It also may suggest they had more interest in that then actually sifting data and mining passwords, which, while may be encrypted server side were very likely available to them had they had interest. SSL does nothing when one comes in the back door. It is a transit level of encryption. Good advice to rotate one's password following such an event. I know I am since I just smacked them in their L33tn3ss with a virtual glove edit: My subscriptions edit profile to change your password edit #2: Glad it's back!

That's stretching the G certification for sure.

Worthy warning on my warning. Since I was retrofitting an E4 I did ask - here is Advance's response: "The motor riser don’t changes the AOA in neutral/no trimm. The paramotor risers are specially made for the EPSILON 5 - they're not tested for the EPSILON 4 or any other model. Unfortunately we don’t have more informations to share. In general, the EPSILON 4 is a more dynamic glider then the EPSILON 5 – so we think, that also his reactions when flown with open trimmers will be more dynamic then those of the EPSILON 5." So, I admit freely that I am making an assumption based on how they physically function on the risers, the E5 is a indeed conventional wing. Your mileage may vary.

I sit further enlightened. Thanks for the link. My method for retracting trim is to place back of index finger at the bottom of the toothed adjuster while back of fingers are against the slack under the adjuster, thumb directly above the adjuster. Then, using a rolling motion, bias the trimmer down and back using your knuckles to leverage against. There *may* be some twisting motion due to the geometry of doing this, which may overcome the lack of load on the rear risers. Also, the direction you pull the trimmer relative to the adjuster will affect effort required which may be why this works for me as the way it's pulled lifts the spring a bit versus the added friction of simply pulling down around the rod the teeth clamp to. That said, with developments made to avoid those trimmers slipping, perhaps Paramania has increased spring tension even further to thwart slippage? I suppose once used to this, little jabs to yank trim in become second nature and 5cm at a time shouldn't give you wacky flight characteristics, especially when done symmetrically.. I still do it slowly, but I think the fusion has second generation spring tension - perhaps Revo2 has yet a third... Dealer input welcome on this one. I am heavy on my wing, which may be a factor as well as there is still a line drag load in full reflex.

Can you qualify: Need two hands feeling sick That is, one hand per trimmer or two needed for each?? If the latter, then perhaps your setup requires inspection and adjustment as one hand should be all that's required for each side either letting trim out or pulling it in. Feeling sick may be attributed to your comfort level playing with trimmers or how they were applied (quickly, one side at a time). It is often (and aptly) suggested that trimmers be left alone without 100m or more of air under you. Many don't adhere to this, but that comes with comfort and accepted risk. Generally adjustments should be incremental as it does take time for the wing to stabilize for a given setting. Zipping in or out fully can lead to a zippy elevator effect in either direction and yes, can be indeed unsettling if you are not expecting it. Lift traded for speed removes some G for a bit, and conversely pulling in trim quickly will decrease sink rate and make you heavy for a bit when applied in large amounts. A side at a time would make for some rock and roll crab action no doubt. If you're using two hands per side, you're likely introducing some weight shift into the mix too. If so, something's wrong with your setup, buckles, or something else. Not saying it is without your qualification, but never heard of two hands needed per side.

James, Please pass on to your members: http://groups.yahoo.com/group/canadian_ppg/ As a means to arrange flight gaggles, bbqs and generally listen to the PPG noise in Canadian skies. We'd love to read about what's going on out west. Welcome, and glad to read of your club. Giddyup.

The Advance paramotor risers are effectively speedbar on the rear of the risers. Advance didn't say this, so use your own judgement, but I suggest that if you have opened the trimmers all the way, you should NOT use speedbar at that time as the effect is additive. it would be like using twice the speedbar which you nomally could not do. Use them as you would speedbar but carefully consider the risk of a frontal if you use both at the same time fully. That said, I always meant to try it at altitude, but switched to a Fusion wing before it happened. Now I simply dispense warnings...

His crosswind doesn't jive with the sock fo sho. Heavy on the binders bat dog! Negative feather! D'oh!

Hanging is indeed the best way to set them as that's your flight mode. Length comes down to preference in the end, some folks like to have bar on full with toes only, others with arch of your feet. When hanging as in flight, with risers held up as in flight (tied somewhere even) extend your legs to your preferred speedbar length and have a helper fit the bar under your feet with lines hooked to quicklinks and run down thru guides through to the bar. If you have the slack to reach the ends yourself, hold them and with your legs and hands, get a feel for where you want to set it by pulling with your hands and/or pushing with your feet. Keep an eye on your pullies through this test as you do not want any bar on when you don't intend it to be (pullies fully apart). When you're confident you like the range, put bar full on (pullies touching) and have your helper either mark it at the speedbar, or tie a temporary knot. I can't speak to the synth, but don't expect trim settings to affect the actuation of pullies for setup - you may wish to confirm. You run the risk of your eyes watering more when you're done Tip: I use "plastic lace holders" to keep my bar out of the way until I need it. The spring loaded bits that slide along a string but offer some resistance. Part of pretrip to check lines are ok, and keeps the bar up under the seat for takeoff then doesn't restrict use when the time comes to go fast. YMMV, but I can't imagine not using them.

Sweet. Go Yves go.

One of the better dressed mechanics. Well done.

@ 19s in HD it is evident that there is significant deformation on the right trailing edge, but it's not evident that there was a lot of brake application on that side. I think we all agree airspeed was too low due to the outcome, but why is the thing that would be good to understand. Pilot can speak to it, but the rest of us are guessing. Energy management failure.

It is odd that no one ever wants to convert to the 'bright side' indeed. Dark side = greener grass, or fear of the unknown? It's a shame there are different camps in either sport, but the assimilation is ongoing for both

By outfly I mean the Fusion has such a trim range it remains in the air when other wings have long since bailed due to strength. As you note, it's great in the strong stuff, and that's it's strength, but in adjustability to conditions it offers more then a conventional wing can. As I noted, in the light stuff it needs full slow to stick the scratchy stuff out, but does it as well as the wings I flew with. Admittedly the skilled among the last to leave were surfing the edge of the envelope, but my envelope was legal size in comparison to their postcard Wing loading dependant of course, which is why you may need to dump some ballast to scratch with the better glides. But staying in the air and enjoying it long after those good glides have been scared off makes it a preference here for sure. Even without bar, when it picks up you can keep flying. Safely. Is it best at everything? Of course not. Does it do everything well? Ya, it does. I certainly admit to some bias here as I've not had cause to pull the conventional wing from the bag since the Fusion was inflated, and that quickly evolved to free flying preference as well simply due to the range of conditions it can readily absorb and keep me comfortably flying. I concede there are purists out there, and to each their own, but I simply don't see a reason to go back. inflate/Launch in 40km/hr? Crazy talk! - well, used to be...