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Bell407

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Bell407 last won the day on December 21 2019

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About Bell407

  • Birthday 23/09/1967

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  1. Hey guys, Just curious if anyone out there with an e-start Nitro 200 has had any issues with the relay in the start system failing. I have had a few instances, primarily on the 1st start of the day, when the prop comes up with the piston hitting compression and the starter tries to rotate the prop over top dead center. That slight hesitation, along with repeated "normal" starts over time and the continual arcing at the relay contacts essentially welds the contacts shut and the starter continues turning even after the motor is running. It's a bit unnerving because when this happens after the the motor is started the kill switch on my throttle handle will not shut the motor off. The only way to kill it is thru the master switch on the frame. Additionally, if the motor does start it is possible that you could not be aware that the starter motor is still engaged (although I hear it even with my helmet on) and most certainly the starter motor would fail. The relay itself is not at all heavy duty and therefore it's understandable how/why this happens. They are quite cheap, maybe $9 off Amazon, which are the exact same thing you can purchase as a spare part thru an Air Conception parts supplier. I carry several spare relays and a long 2.5mm allen wrench in my tool kit in the event I have to swap one out at the field. Remove the mounting screw (not easy without the long allen extension), disconnect 4 wires (remember the orientation (take photo)), swap relay. So my questions are: 1) Has anyone experienced this issue? 2) If so, what sort of remedy have you found to correct the situation? I always make certain that my on board starter battery is charged up. I have a spare starter I could install but I don't think it's the starter causing the issue. It would be nice to find a more heavy duty relay or solenoid to fit the application. Definitely a time when having a dual start set up would be preferred. Thanks for anyone's feedback. Let me know if there are any details I am leaving out of my explanation that would be of assistance. Nick
  2. Hmmm, perhaps I just located something: Wind Sock
  3. Hey guys, Lately, in a few PPG videos I have caught a quick glimpse of some wind socks that appear quite useful. They are fairly long (approximately 12-15 feet) and maybe 5 inches in diameter. They are more like a long, tubular, nylon streamer that are usually red in color. They really tend to stand out in the videos and therefore, in person I suspect they are quite useful. Has anyone seen some even remotely similar to what I am describing? If so, any suggestions as to where they can be purchased? Thanks
  4. Hello Simon, Thanks for the reply. You make some very good points. I am located just outside of Indianapolis, IN so very flat land at essentially 800' MSL. Being able to test fly various wings would be a great benefit and it may be possible but those logistics are still being sorted. I am 99% convinced that the 28 meter is the way to go for me including the reasons you cited as well. My skills & desire are more suited to the 28 meter and I just find it difficult to go against the grain of my instructional training and the manufacturer's specifications. I intend to continue flying the Mojo for at least a few more months and until the weather turns better over here. It's a very good wing for the intended purpose. I have never felt unsafe when flying it. Yes, it's quite the school bus when it comes to speed & maneuverability but that's the nature of the beast. It still has good qualities and plenty for me to learn on. Not to mention, from everything I have heard about it as compared to let's say a Roadster/Spyder 3 or the Universal 1.1, if I can consistently nail my takeoffs, especially in Nil wind, with the Mojo, the other wings will be much easier. Either way I see it as great practice and experience. Thanks again. Nick
  5. This is a really good topic as I am looking to upgrade to a more capable wing. I have been kicking around the idea of a Roadster 3, Spyder 3 (exact same as the Roadster except lightweight material) and the Universal 1.1. I currently fly an Air Conception Nitro 200 with a medium Ozone Mojo. The medium equates to a 26 meter. I will eventually sell the Nitro in favor of a Parajet Maverick, ideally with an My20 engine (assuming that configuration will be available). The only thing I really care to do is fly cross country flights of between 15 & 40 miles. The Mojo is great for stability and many other things a beginner requires but it lacks speed (to be expected). I will continue to fly the Mojo since I only have about 55-60 flights, about the same hours, and I can still learn a lot more from the wing. I am 52 years old, pretty good shape (can always be better), 190 lb (about 85 kg), and only care to foot launch. The main thing I am trying to achieve is more speed with very little sacrifice in stability. I typically only fly in ideal conditions (late evening, early morning) so hopefully I am minimizing my chances of adverse conditions. I'm pretty sure my next wing will be the Universal 1.1 but what continues to be an issue for me is the size of wing to get. My situation is nearly a carbon copy of Paraflyer17 as far as the all up weight (eventually with a Maverick). Looking at the Universal 1.1 specs, I am ideally set for a 28 meter (90-140 kg). The Maverick is a few pounds heavier than the Nitro (around 52 lb (24 kg) total weight I believe). So my all up weight with the Maverick, me, fuel, etc. should be at the 255 lb (115 kg) point. That puts me squarely in the middle of the 28 meter range. So when I watch videos of guys my size and often larger, on a Maverick, with a Universal, it's not uncommon for them to drop down a size to the 25.5 meter. This may be a factor of their skill level and desire for more speed and aggressive (maneuverability) flying style. That's perfectly understandable but for me I keep going back to my training and that when it comes to wing selection they highly encouraged us to stay right at that mid-point or just slightly toward the higher end of the weight range. This may come down to my skill level, ability, experience, etc. There is nothing wrong with dropping down to a smaller wing as pilots do that all the time with increased experience. I've spoken with a couple of Dudek suppliers in the States and have been recommended both the 25.5 & 28 meter for the 1.1. I am open to any and all opinions on this one guys. Thanks!
  6. Good information Gerard! Your all up weight is a bit less than mine, which ideally puts you in the "correct" range for a 24 meter. Did you come from a 24 meter wing prior to the Roadster or have you ever flown a 26? I will assume no based on what Ozone specifies in their wing size to weight charts. Part of me says don't put so much emphasis on my all up weight and the manufacturer's sizing charts. Pilots naturally tend to go smaller in wing size which typically nets them more speed & agility but at the same time increases wing loading and likely longer takeoff runs and higher landing speeds. All relative I suppose.
  7. Really appreciate the feedback guys! Decisions, decisions. The 26M is probably the safest route to go but I would sure hate to drop new or even used money on one if I get more bang (speed) for my buck with a 24M. Thanks for the link to the video with the GPS speed test. That's pretty interesting.
  8. Looking for some opinions/advice/comments, etc. on my proposed next wing. I am currently flying a 26 meter Ozone Mojo on an e-start Nitro 200. My all up weight with the motor, fuel, accessories, etc. is roughly 120-125 kg. To date I have about 55-60 flights with probably more time in the air than actual accumulated flights. Reason for this is my desire to fly cross-country rather than any sort of acro. I am 52 years old and would consider myself to be in pretty good shape although dropping 5 kg would be nice! Given my only real PPG desire is to fly cross-country style flights, I simply want to go a bit faster. I have read where the Roadster 3 can provide somewhere in the neighborhood of about 6 mph over the Mojo, which would be a vast improvement as I always seem to lag behind others in our PPG group. With that said and given my all up weight, what are your thoughts on dropping down to a 24 meter wing versus a 26 meter when I consider the Roadster 3? Thanks to all who elects to respond!
  9. Hello LOZ and thanks for the message. I am right handed but I throttle with my left on the Nitro 200 (learned that way from training). I have been pulling the trims in one hand at a time and generally with my right hand in this case. Perhaps the greatest deterrent to me letting the trims out is I know that pulling them back in will be pretty much useless since the spring clamps won't bite in leading to slippage. You do make a really good point in regards to the Mojo's trim range and just flying with the trims out all the time. The range is maybe 3 to 3-1/2 inches, which likely doesn't result in a major difference in ground speed, launch or landing runs. This is probably what I will end up doing for now on. A solution to the slippage issue, short of replacing the spring clamps, is to sew in a few "bar tacks" along the trim straps. This was suggested to me by one of the reputable wing repair facilities here in the States and I also saw a video of Kyle O'Glee doing just that. It provides enough of a "speed bump" along the riser strap for the grub teeth on the spring clamp to dig into. Here is Kyle's video with him talking about trims slipping beginning at 2:13 - Kyle O'Glee - Trim Slip Solution I envy you with the Scout! That is a fantastic machine. Can't imagine how smooth it must be. Tucker's recent Iceland 2019 videos really do a lot for showcasing Scout equipment. Thanks again
  10. I am looking around for ideas on how guys like to store, move around, & maintain your paramtors in the garage. Everything from a simple roll-around ground level dolly to a hydraulic lift cart are options I am considering. Just curious to know what you folks are using.
  11. Not a silly answer. I believe they are mounted correctly. I posted this same message to the folks at Ozone a week ago but no response as of yet.
  12. Hello - I fly a medium Mojo on an e-start Nitro 200. Perfect setup for me as I am 185-190 lb and am only interested in lazy flying and cross-country stuff. I have been flying PPG for just at 1 year now and absolutely love it. The issue I have is with the trims on my Mojo. Granted, the Mojo is an awesome beginner wing and therefore the trim range is pretty limited (by design I assume). I consistently takeoff with the trims about 3/4-1" out, which works perfectly. The problem I have is that when I let the trims out in flight they are ridiculously difficult to pull back in as I set up for landings or slow speed maneuvering. I have to pull very hard and at the same time try to raise up a bit in the seat to take pressure off the trims if possible. Plus, when I do manage to pull them in, the little grub teeth on the spring clamps of the risers don't bite into the fabric of the trim straps if that makes sense. In other words, the trim straps can easily (and often do) slip in the spring clamps, which increases landing speeds (have to be prepared to run them out). Additionally, on launches one side or the other will slip as the wing starts pulling causing the wing to inflate unevenly forcing me to make a correction during the launch run. Do you have any experience with this on the Mojo and if so (or not) do you have any recommendations for trying to resolve it? I feel like I have 2 issues: the amount of pull I have to give the trims to bring them back in, and the lamp of clamp pressure to prevent the trims from slipping. Thanks!
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