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Equipment

Essential equipment for ppg flight are:

  A suitable paraglider or “wing”

  A suitable power unit with fuel

  An alti-variometer

  Head & ear protection

Of these, The first two are required by the Laws of gravity, the third by Air Law, and are therefore completely essential; concerning the last - if you don't mind going deaf, or feel that you are not going to damage anything except the scenery should you happen to land on your head, then there’s probably not enough ‘up there’ to bother protecting!!!

The Wing

The main features for any new pilot to look for in choice of wing are:

   Stability

   Size compatibility

Stability

Practically all modern paragliding wings are constructed to exacting standards utilising very high quality components, materials and computer-controlled design and construction methods. They undergo a rigorous testing process prior to Certification. There are currently three, different though similar testing Authorities, and all three are recognized throughout the industry as valid for the wings passed under each particular set of test criteria.

Although there are currently moves being made to homogenize the three testing bodies (The German & Swiss manufactured wings are tested under the DHV or SHV testing authority, the French under either AFNOR or  older wings may carry the ACPULS certification) to come under one pan-European CEN testing authority and test criteria, though this is currently still to be resolved, owing not least to the differing test criteria applied by the respective Authorities.

This is all very well and interesting, but essentially, one should look for a wing that is rated for safety and best speed of recovery; all DHV1 and Afnor/Acpuls Standard rated wings have the ability to recover from unstable situations or partial collapses in under one second, in the event of a deflation of the wing during flight.

 A DHV-1/1 or 1/2 (NOT DHV 2!),  AFNOR Standard or ACPULS Standard wing should be sought, as these give the best safety margin and good handling characteristics. Generally speaking it is better to opt for either a "dual purpose" or a dedicated paramotoring wing than a free-flying wing, as the demands on the wing are different when under power than those imposed upon a free-flying wing, due in part to the additional weight, and the fact that the wing is being "dragged" through the air by the power unit, as opposed to merely under the influence of gravity and the dynamicas of the prevailing weather conditions, as is the case during free-flight.

It is preferable (though by no means mandatory) to have a wing that has what are known as ‘power risers’ which are webbing attachment points that may be adjusted during flight in order to change the profile of the wing for improved performance, much in the same way that a commercial airliner drops its flaps upon take off and landing, then adjusts them for best  airspeed during normal cruising flight. Several manufacturers offer such purpose-made paramotoring wings, and current popular models include those made by Powerplay, Trekking, Adventure, Fresh Breeze, Windtech and Paramania. Links to these manufacturers are given in the Links section.

Wing size compatibility

Just as you would not normally wear shoes or clothing that is either too big or too small, so the size of the wing you choose for flying should be compatible with your overall flying weight (i.e. you and all your gear, including the additional weight of your fully fuelled power unit). In basic terms, you should have a wing that ‘fits’ you and your kit. This may seem to be a pretty obvious statement, yet there are numerous instances on record where this important aspect has been overlooked. Whilst it may be somewhat inconvenient for the pilot whose wing size is slightly too small for the overall weight of his setup (resulting in him struggling to get airborne and staying aloft), this is not as potentially serious as someone who is handling a wing that is obviously too big in terms of lifting capacity, which will become extremely dangerous should the pilot get into increasing wind conditions. The nightmare scenario is further exacerbated if the wing is of a performance type (i.e. inherently less stable and more prone to in-flight collapses); with an inexperienced, lightweight pilot - this has all the hallmarks of a “statistic” waiting to happen!!

Thankfully, bona fide dealers are at pains to ensure that you get the most suitable set-up for your particular build/unit combination (after all, their reputation depends on it!), and newer range of Standard/DHV 1 wings come in a variety of size/weight ranges, with a good safety margin built-in at the design stage. It is acceptable to fly with a wing that has a top weight margin that is exceeded by the pilot/unit combination by up to 10%, and though this may make for a manoeuverable  set-up, it will be paid for in terms of a higher sink rate (rate of descent) in comparison over a slightly larger, more suitable wing.

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 Power Units

When deliberating upon which type of unit to go for there are several criteria that must be considered:

  Maximum thrust available

  Weight of unit

  Type of engine in unit

  Handling characteristics of unit

Secondary considerations, but nonetheless desirable are:

  Reliability

  Ease of procurement of serviceable parts

What to look for - General Advice

Most new units and those made since 2002 or so are of a modular design, incorporating some  distinctive design features which set the particular manufacturer apart from the others. Key areas that seem to share common place in most units are, in no particular order:

Low set, seperate fuel tank (easily replaced if damaged, will not feed a fire by force of gravity,    lower weight distribution)

Walbro or Tillotson diaphragm-type carburretor (can supply fuel to the engine from any angle)

Airbox-filter intake and expansion-chamber exhaust, for improved performance (less noisy intake, more efficiency from engine)

Robust, tried and tested engine unit of suitable power for the pilot & units all up flying weight (CorsAir, Simonnini, Solo, Radne Racket, and some variations on these)

Harness design, construction, comfort and performance (look for good quality fittings, padded seat plate, perhaps an under-leg extension bar, Dee ring fittings for attaching a step-in/speed bar and pulleys for running a speed bar chord through, pockets for misc. requisites, etc.)

There are, basically speaking, two schools of thought as regards the manner of powered flight:

    1)    Using a relatively lightweight power unit as an auxiliary means of staying airborne whilst making full  use of any thermal activity; pros of this type of unit are lightness of weight, cons can be insufficient power available to fly out of sinking air, indeterminate eventual landing point, reliance on thermic, dynamic (ie rowdier) air for additional lift; may be less robust owing to lighter construction;

    2)    Sacrificing lightness of weight in favour of a greater margin of available power, whilst using the power from the unit to travel through calmer air conditions with the unit running for the most of the flight duration; pros of this type of unit are: greater thrust available in reserve, easier take-off and climb-out, generally larger fueltank (max. legal UK capacity is 10 litres; Cons of this type of unit are: heavier to carry and handle on the ground.

Though these approaches call for different demands from the unit chosen, it is in practical terms possible to achieve much of either objective with either unit type, although it must be stressed that a heavier pilot using a less powerful unit will struggle to climb out of sinking air flows (which can be encountered in the lee of hills,  in proximity to trees, buildings and other obstacles, as well as certain weather conditions), whereas the lighter weight pilot choosing a heavier unit faces the more immediate obstacle of carrying the additional weight on his back prior to the launch, and upon landing again (neither type weigh one down once airborne). As with many things in Life, there is, somewhere along the way, an acceptable compromise.

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Thrust

In order to take both its own weight and that of a 10- 17 stone man into the air under a suitable wing, any given power unit needs to develop a minimum of around 50kg of thrust, and a minimum of 14 horse power. Most modern power units achieve this threshold, and several exceed these figures by a comfortable margin.

Efficiency of thrust is in part dictated by choice of propeller  size, design and construction material, with wooden propellers still offering best thrust from a well-matched prop/unit combination.

Below I give a brief outline of the most readily acquired power units available here in the UK, with various pros and cons for each type:

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Weight

I have categorized the weight range as follows:

Under 20kg –Lighter end

20-23kg –Light/mid

23-26kg - Mid

26-29kg – Mid/heavy

Over 29kg – Heavy

More than 30 kilos dry (un-fuelled) starts to become rather more than the average person wishes to have on his/her back for any period of time. Given that under ideal conditions the power unit should not be an undue encumbrance for lengthy periods (assuming you make a perfect take-off first time every time!), and indeed the weight of the unit is not felt whilst airborne, there is often more said against heavier units than is generally justifiable. In the end, it is for the individual concerned to decide what weight he/she is comfortable to bear. It must be said, though, that the weight of the unit does not generally dictate whether or not the pilot makes a perfect preparatory set-up of his wing; in practice, there will always be occasions when ones’ take-off attempt has to be aborted at the last moment, trust me! This is not always for reasons within the control of the pilot (last minute change of air/wind direction, passing animal or human inadvertently getting on the way of the run-up, engine stop for whatever reason, etc.). In short, there will be times when you don’t make that perfect take-off first time, so accept this as being part of the ‘game’ from the beginning, and you are more likely to be philosophical about it when it happens to you! Remember, too that we all need fuel, and 9 litres of fuel will add around 7.5kg to your ready to fly weight!

Engine Type

Until very recently, the only real contender in engine type was the two-stroke, which uses a premix of petrol and oil mixture to both fuel and lubricate the engine as it works. Now, at least one manufacturer (Bailey Aviation) has started offering viable four-stroke units, which have separate oil and fuel reservoirs, much the same as most motor cars. They are rather heavier than a two-stroke motor capable of delivering a similar thrust however, but in their favour is much greater economy (and hence potential range), and the fact that they do not smoke or smell to the same extent as two-strokes. It is to be anticipated that more manufacturers will follow this trend, and offer four-stroke models in their respective ranges, as suitable engine units become more readily available.

Handling Characteristics

The potential for weight-shift manoeuvering (using a change in one’s body position in the harness seat to assist a change in direction) is to a great extent dictated by the height of the attaching points for the paraglider riser loops on the unit , the rationale being the lower on the machine the attaching points, the greater the potential influence of the pilot’s bodyweight on the turning of the craft. More often than not, those manufacturers whose units are designed in this way make much of this feature. This aspect, whilst indeed a valid distinction between designs, however seems to make little real difference to ppg pilots overall, there being practically as many of both low- and high-attach point models in every day use. Notable High-attach point designs are those offered by Bailey, RAD, Walkerjet, Fly Products, Fresh Breeze, The US manufacturer Paralite and Parajet, whilst AV8ER, PAP, Airfer and the now reborn Vortex units all use low hang-point  swing-arm designs. Backbone offer their units with a choice of either high- or low attach points!

Reliability and Availability of Spares

At the time of writing, it seems that all current manufacturers of prominence within the field of paramotoring offer generally excellent, reliable and tested products, and back these up with commendable after-sales service. It is indeed in their interests to do so. The main engine units and other shared components (carburetors, fuel lines, air- and fuel filters, etc.,) for practically all volume production units available today are “sorted” items, and the days of home-made or adapted units and components seems largely to have passed. Some manufacturers continue to develop and refine their products in a bid to gain the ‘edge’ on rival competitors. This may take the shape of a new, upgraded propeller system, as recently announced for the RAD "Rocket" range; others are trying different approaches to common points of interest and design, such as the use of titanium in frame manufacture (e.g. Airfer), to lessen weight without compromising strength of build. There is much in the way of innovation going on throughout the industry at present that will benefit all paramotor pilots in the future.

Spare part links:

Conair Sports  - spares for CorsAir engines, fan-type propellers and misc. consumables

Aerofix  - pulleys, lines, webbing and other wing repair/service items

Rowena Motors  - carburettor, primer bulb, fuel line and filter supplies

AV8ER - Paramotor and fuel line spares, fuel mixing tanks, etc.

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