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About Bob27

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  1. A buddy of mine has a thrust tester that you fasten the frame to.
  2. I am also using a 130 helix.
  3. during the one thrust test we did with it, we saw roughly a 13% increase in thrust over the stock engine. (As a heads up, I am not the best at describing obscure parts of 2 stroke ports) I did many modifications to the engine. Here are some of the modifications I can remember right off the bat: widened intake port window, exhaust port raised to give 5 more degrees blowdown, reshaped transfer port ¨intake¨ window for better flow, lightened piston, all ports polished with ¨texture¨ then added to the intake and transfer ports, Piston windows opened and smoothed, all sharp edges of port
  4. What elevation are you at? I am at 4500 feet elevation and our thrust tests are coming back as roughly 30% lower than what we get at sea level.
  5. I recently ported and polished a radne 120 along with ceramic coating the cylinder head and piston. I also removed some access casting material saving about 200 grams of weight. During a thrust test it came in at 85lbs (38kg) thrust, but I am 5000 feet above sea level. Based on other engines we have tested at both 5000' and sea level, this would equate to over 110lbs (50kg) measured thrust at sea level. I still haven't tuned the carb after porting the engine so I expect it is capable of even more than that. I am going to switch to a Minari 200cc or electric so my ported radne is for
  6. The atom 80 has a little bit more thrust than the racket, but not much and I think it is a little quieter. Other than that, they are nearly identical in every other category including weight and fuel consumption. The one advantage of the Radne is that it is very reliable and needs less maintenance than the atom 80 due to the lower power to displacement ratio, But the atom is also nice as you don´t need to deal with the decompression valve and i think it is a little more consistent in performance. If cost is not an issue an atom would be a good upgrade, but if your radne is working good,
  7. Have you ever tried an electric unicycle? I have been riding cheap ones for almost six years now and I recently had the opportunity to have a few months with a kingsong 16x and a few weeks with a Gotway MSX. The kingsong was awesome as it had nearly a 100 mile range, could do 30 mph and with my usage, I could go weeks without charging it. The Gotway was a whole new level. I personally hit 40 mph on one of them and could cruise up fairly steep roads at 30mph. I will say it was one of the coolest and strangest sensations I ever had standing upright with my hands free and my feet inches off the g
  8. I'm quite interested with this build and I can't wait for more updates. I have been thinking of doing something like this except building the engine nearly completely from scratch. What I want to build is an opposed piston ~150cc paramotor engine with comparable power to a vittorazi moster. The hard parts would be making the dry sump oil system, super charger, and gearbox to connect the two crank shafts together. Theoretically it would have the advantages of a 4 stroke such as no fuel mixing, quieter(no expansion chamber), cooler operating temperature, broader power band, longer l
  9. Will you fly at high elevation or will you plan on flying tandams at any point? If the answer to either of these is yes, I would recommend a vittorazi moster 185 or equivalent power. Your at a weight where you could go with a vittorazi atom, but unless you really need the extra flight time, I would probably stick with the moster. Other possible engines would be the Minari F1 if you need a bit extra power and don't need a clutch, or maybe an eos 150 which is somewhere between the two vittorazi engines in power.
  10. Interesting. As someone who has built an electric paramotor and is building a second one, I just want to know more about the E-ppg that they are using. So if someone new all the details that would be awesome. I am looking for things like battery energy, battery configuration (number in series and parallel), cell size, cell chemistry/manufacturer, motor manufacturer, motor kv, frame, battery cell weight, prop size, prop pitch, total unit weight, and basically everything else. Even if anyone has part of those specs, it's not too hard to fill in the missing puzzle pieces.
  11. I finally got to thrust test the modified paramotor engine the other day. We were able to hit a peak of ~85 pounds thrust at almost 5000' elevation. This means at sea level it could get a little over 120 pounds thrust. On the other hand one of the stock engines typically run around 75 pounds of thrust at our elevation or a little under 110 at sea level. I think the next modification I will try is a custom tuned pipe. I'm hoping with a new pipe I can get ~15 pounds more thrust.
  12. The pilot was probably laughing and saying to his co-pilot, "Watch this, it's going to be really funny!" Anyway, I'm glad your okay. I think there is a good lesson here for everyone including helicopter pilots to learn.
  13. Is may be true for a standard car mechanic, but I believe it would be far less true for an aircraft mechanics as they often must repair things rather than replacing them. For example if a wing rib is damaged he would most likely fix it but in doing so he must fully understand the structural loads and take this into account with how he would repair and reinforce the wing rib. Also due to the diversity in construction methods and design almost no repair would be the same. He may not have the skills or knowledge of designing an airplane but he has a pretty darn good idea of the strength of materi
  14. Sorry, A&P license. Or Airfame and powerplant license. It basically means that he is a certified airplane and helicopter mechanic.
  15. On the other hand a good friend of mine has an AMP license and is a civil engineer. I believe he loves the flat top design more than anyone else. I would love to see test results published along with dummy crash testing.
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