FOOTLAUNCH
July Meeting – Wednesday 9th July
The next meeting will be Wed 9th July at the
Brewers Arms, West Malvern.
The following Wednesday 16th July there will be a
scrub clearing session at Kettlesings; volunteers required to meet in the car
park at 6pm. Bring any implements you have that might be useful plus protective
kit etc. Free pint afterwards allegedly.
Welcome to New Member Richard Sheppard, and
congratulations to him and Bernadette on the arrival of baby Matilda on the
13th. Richard flies a Mossie FLPHG and is wondering if there are any
suitable sites around the Malvern area that he could share occasionally with
others.
Flying Reports
9th June SW and forecast fresh but it’s flyable on Haresfield and the clouds
look great. Tom Mayne scrapes away, hooks a good one over the back and
disappears. Everyone else struggles. Tom gets to Droitwich, ~60km, nice one!
11th June SW again but not so nice. I try an Aspen at Milk Hill where it’s
overdeveloped 8/8ths all day. A few fly Haresfield and it looks much nicer in
the evening, although it picked up at times.
13th June Light W and a few on the Beacon. Tom M got the only decent thermal and
made 30km out, turned and flew 15km back! I went to the Mynd; what bit of wind
there was rapidly went to zero but it was cycling through with small but
consistent 3-4 ups all day. I demo’d the Aspen again and in those conditions it
was perfect - must have had over 3 hrs thermalling. I managed 10km which took 2hrs!
One bloke got to Clee Hill (20km) then turned and flew back to T/O – we thought
it was a paramotor coming over!
14th June Light E and around a dozen fly Kettlesings (not including the Red
Devils dropping into the 3 Counties show). It looks pretty hit or miss most of
the day, with more consistent periods late afternoon. I watched from the show
and about 6 go XC at various times, Bryan did 15km.
15th June Light W, ~10mph on the Beacon. Bryan and Tom wait until I hike up,
then circle off laughing as I frantically unpack. Tom does 65km, Bryan 31km. An
hour later I get up and have some great flying, landing near Long Marston at
43km. I get unbelievable lifts back – a farmer stops to watch me land and takes
me to the main road and within 5mins a bloke going to Malvern stops and takes
me back to my car!!
20th June NW10mph, quite a few at Frocester. It cycles through
before lunch, but it’s a bit off to the N. A few PGs get away, I follow a
sailplane up to cloud and have a nice flight to Swindon with Mike R. I miss the
last climb to land at 28km but Mike winds up over me and overflies Swindon to
the motorway for a P.B. of 44km. Tom M. tries to get off into the same thermal
but the lift isn’t there, so he kindly retrieves us both, cheers mate. Gary on
his new Vulcan overflies us both on his way to Newbury for 73km! Franky gets
his PG out but it gets gusty after we leave so reverts back to his HG and flies
to Combe Gibbet at 70km, top landing after winding off a couple of grand! A
couple of other hangies also fly, one gets turned badly and crashes into the
trees on the front – no pain, lots of expense. It’s just as exciting on Selsley
later in the evening – off the clock thermals, collapses and a parachute
deployment. A visiting French pilot has his reserve deploy itself at 60’ and
luckily makes a perfect touch-down on the T/O. Anywhere else on the front would
have been a disaster. (Check reserve handles
and deployment covers, especially if you’ve just been dragged.) Wayne does 13km to Tetbury at 7pm. Also
Miles Davidson flew for the Mynd to Bicester 135km, and
said most thermals were rough. Does he want, sympathy? All in all a thoroughly
good afternoon
21st June Not much wind, a few out at Pinnacle and Swinyard.
24th June Desperate to get in the air again Chris S leaves work early and has a couple of excellent hours it Nanytmoel in the evening. Dave Q Flew the Beacon in a very light W which was E down in the football field!
25th June Quite a few out early on Kettlesings T/O where it’s ESE 10-14mph and cycling through. I get away at midday and land at Newtown 3 hrs later for 88km, and can hear others on radio also going for it. On the hill the cloud fills in but it’s still working and Dave Q has a great flight, hoovered up to 2K or so over the landing field! In the evening the convection is working and several pilots enjoy it on both HGs and PGs.
26th June Light scratching for a few PGs in the afternoon/evening before it clagged in and rained.
28th June WSW Nant-y-Moel has 70 PGs out for a comp. Nuff said – 2 midairs with one pilot involved in both. Message from God – “Give it up!” Locally the Beacon, Frocester and Haresfield all not working. Sailplanes at Nymphsfield couldn’t get up either.
29th June ESE Kettlesings; PGs out midday, HGs en masse later as it picked up a touch. Plenty of soaring but XC conditions very iffy – Nick does 14km on his rigid.
Safe T-Lines (Rob Davis)
Last summer, after flying for 9 years with a Sky Systems SAS 2 harness, I decided that it was time to upgrade. This decision was made in Piedrahita, where I was the only pilot flying without any form of back protection. I had watched the evolution and debate about back protection evolve over the last 9 years. I felt that at last there was some sensible protection on offer (unlike the rigid protectors that were first produced). I decided that I should go for as much protection as possible if I was going to splash out £’s, so I went for an air bag, with foam and side protectors too.
I had always flown with my chest strap at between 38cm and 42 cm because that is what I had read somewhere. This is the distance that is used between the risers by pilots for DHV testing. I was reassured that I was flying my glider within certification. I had got used to this distance and felt secure. I measured my new harness and the minimum distance that I could get was 40cm. Odd! So I decided to read around this a little.
The original advice that I got was to set the strap at between 38cm and 42 cm. measured from the centre of the maillon to the centre of the maillon. Use any distance outside this set up and the certification does not stand.
The BHPA Pilot handbook states that the hang points should be 40 cm apart: No reference to which bit of the hang points to measure.
Pat Downer wrote in Skywings in 1999 that the measurement should be from the centre of base of risers and that they should be 39cm apart for certification.
All talking the same language, but with subtle differences.
So what to do with my new harness? I chatted to a number of other pilots, most of who seemed to use a wider measurement. I had been reluctant to go wider because of the certification problem. I had read about locked in spiral dives and only recently appreciated that these were more likely with a narrow distance between the risers. My apprehension about “loosening up” was lessened.
Recently
I read an article by Bob Drury (X Country magazine) about harness set up. He
flies with an inter riser distance of 52 cm. I understood that the wider the
setting, the greater the feedback from the wing. So I decided to start
“loosening up”. The ride is more laterally twitchy, but there is much greater
feedback from the wing. It is easier to work out which side of the wing is
rising in the thermal and hence which way to turn. It encourages “active
flying”. I think that I have had a few more wing tips popping in and out, but
nothing major. I wait to see how it responds to a large asymmetric collapse! I
commend the above article to you, for a more in depth discussion. Although I do
realise that I am flying my wing “outside certification” I do now feel
comfortable with that decision.
What is your inter-riser distance and are you happy with it?
Parachute
Deployment Bags by Angelo Crapanzano (angelo@metamorfosi.com):
Recently,
while speaking about rescue parachutes, Alex Ploner told me in US there is
quite a bad reputation for "diaper" deployment bags (flat pods with,
normally, four flaps), while there is a good one for "envelope" ones
(a bag normally opened on one side only). I already knew in US there was a
preference for envelopes (while in Europe there is for diapers) but I didn't
know it was so strong.
The
deployment reliability of a rescue parachute depends mainly on the pod design;
that's why I feel important to point out the differences between different
concepts and, even more important, what makes a good or bad pod. I'm a
manufacturer and of course my own design is my preferred one (otherwise I would
make it different), but I'll try to be as general and objective as possible.
In
a good deployment bag we need to have: easy extraction from the harness very
low risk of accidental deployments, lines stowed inside the pod before
deployment, ease of throw, very low risk of untimely opening, easy opening of
the pod, staged deployment sequence.
1)
An easy extraction may concern more the harness parachute container design than
the pod itself. We need to have a big enough handle (remember it's always
easier and safer to catch the handle using the thumb) and reachable with both
hands (one could be injured or one hand could be better than the other in case
of a spin).
The
use of Velcro to keep the container closed is not reliable: often holds too
little or too much. The Velcro should also avoided to keep the handle in place
because if the pilot, at first try, peels out the Velcro but misses to catch
the handle, then the handle could become unreachable (this is especially true
in paragliding for dorsal mounted parachutes).
Be
extremely careful there is not male Velcro on the handle itself: it may stick
on the loop of lines holding the pod closed, thus impeding the opening. It's
not only a theory: I've seen this happening during parachute clinics and,
unfortunately, a German pilot died in Castelluccio di Norcia a few years ago,
because of it.
There
is one way only to know if your parachute is easy enough to extract: hang in
your harness and try! Don't be too surprised if you cannot get it out: during
parachute clinics I've seen several pilots not able to extract their parachute.
2)
Low risk of accidental deployments means the parachute must not come out by
itself. The biggest improvement on this subject were the safety pins
(introduced in the hang gliding world long time ago by Rich Pfeiffer) used at
first as a safety for the Velcro but, if properly designed, are perfectly safe
by itself. In some cases one could add an elastic or a sewing tread to hold
them in position (check you are strong enough to break it pulling the handle!).
Be
sure there is no way for the handle to get tangled in the side cables or in the
base mounted instruments (there have been several accidental openings this
way). Be also sure the pins are not too long (longer than the slack in the
handle) otherwise there is no way to pull the parachute out of the container.
Pins should be properly curved or flexible (straight pins could stick if pulled
in the wrong direction, as shown in several accidents) and be careful the head
of the pin cannot pass through the loop (there have been several accidents this
way too).
3)
The lines stowed inside the pod before deployment are mandatory to reduce the
chances of lines getting tangled into the wreckage (one line tangled is enough
to make the parachute useless). Unfortunately there are several old pod designs
where the lines are exposed.
4)
The ease of throw depends on parachute weight but also in handle shape and
length. A long handle makes it difficult to control the throw and could tangle
on cables (some handles designed as an anchor certainly don't help). A handle
attached to the pod in two points gives a more solid hold compared to the,
unfortunately now common, single point attachment.
Never
attach the pod to the canopy to save some money in case of deployment, you
definitely increase the risk of a tangled parachute!
5)
Low risk of untimely opening means the deployment bag shall not open before you
throw it and let it go. This can easily happen in an old style envelope pod
where the handle is in the opposite side of the opening because only the
elastics are holding the canopy inside the bag: if they are too old or weak the
canopy will fall out before one throws it while, if they are too strong, the
pod would be hard to open.
A
good envelope pod design is to have both the handle and the opening on the same
side, so the elastics don't have to hold the weight of the canopy. On some
diaper pod designs the canopy or the lines can fall out if one shakes the pod
(still holding the handle). In any case it's important to leave the right
amount of slack in the bridle: the pod must not open until you let it go!
6)
Easy opening of the pod is mandatory because, in case we cannot throw it hard
(much easier to say than to do in reality), there is only the difference in
sink-rate between a broken hang glider and closed pod to open it. Please note
that, in most common accidents, the closed pod falls faster than a broken hang
glider or paraglider.
In
case both glider and pod are falling at the same speed there is still the
aerodynamic drag on the bridle which could open the pod. It's clear we are
never speaking of big forces, so we need to have the pod open with a very light
pull.
7)
The correct staged deployment sequence is: bridle - lines - canopy. We first
want to have the bridle coming out because we want the pod (still containing
lines and canopy) to go away as far as possible to reduce the risks of entanglements.
Then we want to have the lines, and finally the canopy must come out only when
bridle and lines are stretched. This is the best way to reduce the chances of
canopy malfunctions and to reduce the opening shock on the parachute. In a well
designed pod, regardless of the strength of the elastics, the lines shall not
come out until the bridle is stretched and the canopy shall not come out until
the lines are stretched. Speaking of lines and bridle, I would like to point
out that we need:
-
long bridle to reduce the chances of a tangled parachute,
-
long lines to get better sink-rate and stability from the same canopy
-
short sum of lines plus bridle to get a faster opening time (it looks
impossible at first, but there is a clever solution to this problem).
IMPORTANT:
To check out the extraction, hang into your harness, put your thumb into the
handle, grab it and pull it out slowly: the pod must come out effortlessly.
To
check out a pod for untimely opening, while still hanging, stretch your arm
sideway to check the slack in the bridle, then shake the pod without leaving
the handle: the pod must not open.
To
check out if a pod opens easy enough, put the pod on the floor then pull up
slowly the bridle and then the lines: the pod must open easily without lifting
the parachute and the canopy must get out easily. The deployment sequence,
during the previous test must be: bridle - lines - canopy and must be correctly
"staged" (should be the same regardless of the relative strength of
the elastics used).
These
simple test doesn't take more than 10 minutes (plus repack, which is always
useful to get a fast opening) but could save your life: much cheaper and much
more useful than a life insurance, but your partner could think different :-)
:-)
While
you are there, check out how old is your parachute: if it's more than 10 years
old consider replacing it. An old parachute behaves exactly as a new one, of
the same model, if you are going to deploy it at low airspeed. However
parachute fabric is quite sensitive to aging and ultraviolet rays: an old
parachute cannot withstand the same high speed as a new one.
If
your deployment bag doesn't work as it should, fix the problem if possible (and
check it again!) or, much better, have an expert professional check and fix it (but
check what the professional is doing too. It's your life which is involved!).
I
practically haven’t mentioned the differences between envelope and diaper pods
because it's not too important. What is important is that a pod works in the
correct way and you can get it both with an envelope or a diaper one. Remember:
-
Pods which don't stow the lines inside increase the chance of a line getting
tangled.
-
Old style envelope pods with the handle on the opposite side of the opening are
dangerous because, in case of warn-out elastics, the canopy can easily fall out
untimely (it happened to Gerard Thevenot: the pod came out of the harness but
the parachute stayed inside!)
-
Pods without a correctly staged opening sequence, bridle - lines - canopy,
increase the risk of entanglement and malfunctioning.
Well...
of course I do prefer my 5 flaps diaper pods because they meet all the previous
requirements (as a good envelope one) but are "softer" to better
adapt to the harness container, require less force to open and, when open,
immediately let the canopy fully free.
If
you ask a good American manufacturer I bet he would agree on everything...
except the last sentence :-)
Landing Techniques for PGs in strong winds?
Touching down softly becomes
secondary to getting down in one piece; you're probably going to take a healthy
yank onto your backside anyway so just accept it.
But which of the following is
the best procedure for killing the wing?
A) As your feet hit the
ground, grab those B risers and bury them.
B) Unclip your harness straps
before landing then step out on touch-down while holding one brake. It’ll make
a mess of your lines but you won’t get dragged. (Bob Drury used this to good
effect in the Himalayas). If you hold onto both brakes you could end up being
road kill. Remember all your straps and plan it well before you’re 30cm above
the ground. Sounds silly but have you ever watched a racing driver try to get
away from a burning wreck and forget that his helmet is strapped to the car....
C) Pull down one A riser and
the opposite brake (or D riser). Half the wing stalls and lands on top of the
collapsed half stopping it from inflating and going out of control.
D) Down the wing with both C
risers. With the B’s it could continue to thrash around above the ground, but
the C’s kill it dead on 4 riser gliders.
E) Try to turn before
actually touching down, and run. You might be less likely to fall over after
landing, but if it goes wrong before you touch down you could have a more
serious problem.
F) Stand on the speed bar
then grab the C’s, when your feet touch, turn pull and run.
G) Touch down on one foot,
with the other on about 3/4 bar, and on big ears. Kill the wing on the A’s.
Being on bar, the wing frontals and drops nicely with almost no effort. Reel in
one side of the A’s until holding the wingtip.
I suggest you go out
somewhere soft and flat like a football pitch where getting dragged about would
only damage your dignity, wait for a good gust of wind, and see what works best
for your wing.
Danger Kites!
A couple of
paramotors were enjoying a splendid formation flight along a beach. The winds
were perfect, the temperature was warm and the sky was crystal clear....all in
all, a perfect day to be in the air. They were at about 200 feet following the
surf line, the beach was pretty busy and there were a number of kites in sight
as they cruised along. What they didn't take into account was that at the end
of the beach there was a tidal flat, and since it was low tide someone decided
to fly a kite from out there which put him about 100 yds out from the surf
line. They were cruising along when suddenly one PPG experienced a sharp yaw to
the right and felt a tug. His right brake became very spongy and he had to
apply a ton of left brake and full power just to keep the wing going straight
ahead in a descent. He was over the flat and was able to get it on the ground
without incident in the 12mph winds. What they found after he landed was he had
run into the kite string. That string from that £3.99 plastic Barry Trotter
McBurger Sloopy kite had sliced all the way through his wing from the leading
edge back to the band along the trailing edge. The outside 1/3 of his wing was
gone! 9 cells worth of paraglider hung limply from the rest of the glider as he
wrestled it to the ground. He obviously had no brake on that side but was able
to use power and differential braking from the left side to keep it flying.
So there
you have it: a silly cheap little kite can cut through your glider like a hot
knife through butter. Luck was involved for sure... had he taken the line right
in the centre then the glider might have horse-shoed on him and spun in.
Lessons learned.... be extremely vigilant for kites at all times, especially
coastal flying.
Fly Hard!
(and away from kites)
Gradient Aspen vs Vulcan Impressions I tried a demo Gradient Aspen courtesy of Airtopia. Conditions
were pretty scrappy at Milk for my first flight so not the best test and it
felt nervous and not at all comfortable. Then I had a day at Long Mynd in nil
wind thermals and in those conditions it was perfect. Ground handling/launching
was a doddle, much like the Vulcan. It inflates very easily with little
pressure on the A-risers. You really can get it overhead just by leaning back
in your harness, so cross-braked launches were easy, even after 6 years of
exclusive straight-brakes launching my current glider. In the air it felt very
similar in handling to the Vulcan, but with a slightly more active ride and
possibly a slightly more ‘wingy’ feel. The brakes were nicer though, tighter
and more progressive. I was launching when the first breath of wind on T/O
indicated a thermal, then wanging it round up and over the top with the first
360, carrying on to 4,500’ at times vertically. Aggressive gaggle flying in the
tight cores was no problem at all, the agility and brake response was first
class. Sink rate was as good as I expected and I was able to climb with or
above a Bliss and a Magic 3 so no worries. Later on I tried a few big
asymmetrics by downing an A-riser. Counter-steering with brake and weight-shift
was surprisingly easy with very little needed. Big-ears stayed in until pumped
out. All in all the Aspen and Vulcan are both great gliders, so long as you’re
happy with a DHV2 rating and the consequences in terms of safety etc.
Personally I probably prefer the easier ride on the Vulcan, plus minor details
like split A-risers and Velcro butt-hole, but the Aspen definitely had nicer
brakes. I didn’t try full bar on either glider as I was having enough excitement,
thanks. The only trouble with both of them is you can’t get down and end up
miles away from your car – what a bummer!
Coming soon, exclusive test
of the Gangster, Gin’s new DHV2 originally conceived as an accro wing but
proving so good that they can’t keep up with the demand from XC flyers!
TC
Here are the main specs:
* 5 Watts TX Output Power
* FM Radio Broadcast Band Receiver (88-108 MHz)
* 190 Memory Channels Including Pre-Programmed
"Book" Memories
* Submersible (JIS 7)
* Rugged Magnesium Die-Cast Construction
* Includes Rechargeable Li-Ion Battery
* Multi-Colour Strobe LED
* PC Programmable VOR Navigation Display
* Dot Matrix Display
* Back-Lit Keypad and Display with Dimmer
* One Touch Emergency Frequency (121.5 MHz) Access
* RX Battery Saver
* CTCSS DCS Operation (FM 144 MHz Band)
* NOAA Weather Channel Receive (USA Version Only)
* NOAA Weather Alert (USA Version Only)
Includes: Li-Ion Battery, Charger, Headset Adapter, Antenna
and Belt Clip.
Unfortunately it has a few problems that make it less than
perfect. You can not use a headset like ones we are used to. The unit
basically has two separate radios in it and AM and FM modulation key up
differently. They do this operation internally and the only headset
option is for an aircraft type. The mike system is entirely unique to
aircraft (different PTT logic circuit) - so no other Ham mike equipment will
work with it. The connector is also completely unique; a normal two meter
headset will lock up. Apparently they are working on this. Changing frequency
between bands isn't easy. Also, the voice quality on transmit is reported
to be rather poor. It is somewhat larger than most handhelds - workable,
but a bit bulky. However it is the first ever 2m & aircraft band
radio and as such, it is a meaningful breakthrough. Assuming there
is a significant market there should be better models to follow.
Mad Cow Disease in Derbyshire
An incident in Derbyshire, in
the Peak District, South of Manchester and West of Sheffield England; Andy
Wallis writes:
Earlier this year my hang
glider was destroyed by a farmer whose field, near Tideswell, I landed in after
an XC. He ran into the glider with his
tractor without so much as stopping to speak to me first.
The farmer was prosecuted for
criminal damage, but pleaded not guilty.
The hearing was at Chesterfield Magistrates Court. He was found guilty,
and sentenced to keep the peace for 3 months.
I was awarded £2000 compensation, and he also has to pay around £300
court costs.
During my cross-examination,
I was asked what gave me the right to land on someone's property without
seeking prior permission. I answered
'The Air Navigation Order gives any civil aircraft the right in law to affect
an emergency landing'. This seemed to
come as a surprise to the defence lawyer and the magistrates, who obviously
were not familiar with the ANO, as they asked me to repeat it!
Amongst the nonsense which
was produced by the defence was the allegation that my landing had caused
around 11 lambs to be aborted and several prize ewes to be injured at a total
cost of somewhere in the region of £8000, and the loss of a whole years
work!! (I had in fact landed at least
200 yards away from the nearest livestock, which were totally unconcerned by my
arrival).
I now have the option of
suing the farmer for the full replacement cost of the glider. The burden of proof for such a civil action
is lower than that for a criminal action, so this should have a good chance of
success. I have yet to decide whether
to pursue this option.
I intend to write up the
incident and lessons learnt, to help others who may find themselves in a
similar situation.
Finally, the co-ordinates of
what is now an excellent goal field are: SK 145 742!
It turns out that the Farmer
had previously written off a hot air balloon a few years ago.
How to Scare
your Tandem! On Wednesday 4.6.2003 two Slovenian acro pilots
(and founders of LOOP team) performed a tandem balloon drop in Slovenia.
Everything went well and the glider (wings of change, Chinhook) opened
perfectly after 50m of fall. The event was well photographed and filmed,
and shown on main TV in Slovenia.
Folding your PG
Allegedly accordion folding
is actually easier than the other methods if you land XC on a windy day and are
on your own - because you never have to lay out the glider. This is also its
one drawback - you don't get forced to do a glider-check when you put the wing
away.
One technique is this: land,
grab the lines above the risers, running one hand along the lines gather the
whole thing in to bunch the glider. Put the lines on top. Grab one wingtip and
lay it flat on the ground. Find the first mylar and lay it flat. Work along the
leading edge gathering together all the mylars and laying them flat on top of
each other - the leading edge tapes should all bulge outwards neatly between
the mylars. Put something heavy on top of the pile of mylars to hold them in
place. Flake the trailing edge. Roll from the trailing edge to the leading
edge, fold the entire set of mylars in before the last roll. You now have the
mylars flat and positioned in the middle of a protective roll of sailcloth.
In a howling wind you just
sit on one wingtip and flake along the leading edge - in control all the time.
The hard part is getting to the leading edge.
Sounds simple, but the couple
of times I tried it the wing just ended up in an unholy mess too big for the
bag. Anyone else tried it?
Go 4 It 2003 Current Standings
Paragliders Totals
Tim Crow 88.2 48.4 46.7 42.7
35.6 28.1 24.1
14.5 10.0 338.3km
Bryan Hindle 51.3 15.2 66.5km
Chris Smith 16.6 8.2 24.8km
Flexwings
Derek Evans 59.3 28.7 88.0km
John Bevan
8.0 8.0km
Rigids
Nick Collins 133.6 60.0 14.0 207.6km
Woody Valley X-Act airbag PG harness. Medium, blue/black (£460 brand new) less than 20 hours, looking for £225 ono.dean.naylor@axa-tech.com
Freex Spear Large,
Blue 20 hours, DHV 2
Freex Spear Medium, Blue
70 hours, DHV 2
Offers invited on both.
Ian Clague 0771 472 0583
UP paragliding harness,
medium, excellent condition. C/w cross bracing and back protection,
£100 ono
Alan 01452 504000 (Glos)
Harley Sirocco
(Large, 85kg-105kg) Acpul 12A rated, c/w harness; £250 ono
Dennis 07876 492406
AIRTOPIA
Full of all
the latest equipment; Harnesses from Sup-Air, Gin, Airwave, gradient and Edel.
Helmets from Lazer,
Charley and Icaro. Flying Suits, Instruments, radios, compasses, T-Shirts,
reserves, boots, books, instrument mounts, flight decks and groovy
sunglasses….even coffee and biscuits!
The Holidays.
Off to Spain
again, 20th September to 3rd October.
One or two
weeks of Alicante action, good flying from easy coastal to mountain thermal.
Edel Atlas Med Good condition 75-95kg £550.00
Edel Atlas Med Good condition 75-95kg £550.00
Edel Atlas Large As new! No airtime 90-110kg £900.00
Firebird Flame med Very good, very low airtime, 70-85kg £600.00
Nova Xyon Large Good 105-125 kg offers
Edel Sabre Large Fair
100-120kg offers
Paramotor 210cc twin prop, electric thingy £1,600.00
Canopies
from Ozone, Gin, Gradient and Airwave, demo’s available, part exchange a
possibility!
Mobile 07973 844449
www.airtopia.com robin@airtopia.com
We
are very easy to find, just off junction 13 of the M5, check out the map on the
web site…..