Absolutely, I couldn't believe it wanted to fly after I gave it a good hosing down! Obvs I wouldn't fly it in that condition, but it was still kiting just fine.
@@markust5601 oh no mark is just a fantastic pilot and i come mostly for the nice photos. meanwhile i am waiting the weather to be better here in china. almost unflyable for 2 months. i also like to hear other pilot opinions about what they want to see on an electric PPG. i got 3 new prototypes ready and waiting for a chance to test them all.
Mark, I was concerned about the flapping of the speed bar cables before take off or if unused. I added a Velcro loop on my seat strap and tuck the excess in there until required. I can’t recover it after bar use, but I think that’s a fair task at that stage.
Well done! Maybe time for a 'master switch' removal plan. I rarely ever use speedbar. I'd like to, but the worry of slacken lines and the hassle, prevent me from it.
I think I just need to secure the speedbar lines with an elastic band or something. Master switch is there in case throttle kill switch fails (has happened before). I rarely connect the speed bar up, maybe 5% of flights.
@@markallisonparamotor I need to quit avoiding it and find a solution that makes me less worried about speedbar. Im so light on a moster, my hangpoint is so close to the prop, I've VERY little (2") room for slack. Heck, my tip steers are 2" or less from spinning prop, when brakes stowed and climbing wfo...
@@markallisonparamotor 125lb pilot on a moster with a frame that has the engine up close. Manufacturer had to redesign some swing arms for me, as my hangpoint is barely in front of my chest. WFO, wing falls back, I rock to the skies, slack in tip steers is nearly touching the cage. It is what it is. THe solution would be for me to gain weight, lose engine weight, lose thrust, or have a horrid lean back angle. If I lean back more, getting out of the seat to land is tough, and increased chances of riser twist. Its all a matter of compromises in one form or another. I've come to conclude that IF lines get back to the prop, I'll likely be on the power and itll cut, rather than reel them in. I think cutting>reeling. Either way, it makes my reserve a little more valuable, my religion as well.
Very nice effort bookkeeping your flights (leave alone the beautiful videos, which are another document per ce)! Reminds me of my early self-promises to log everything... but this was long ago...
It is easy to judge from my armchair, but imho visually there were some other options for emergency landing. The actual place looked wet and mud fresh crops from the air. While the lighter yellow areas of old hay right ahead of the point of failure looked being a higher ground. But again, an armchair opinion...
As much trouble as you may or may not be having with the Atom 80, wouldn't you have benefited from some of your scenarios if you had the Moster? Just subbed by the way, really enjoying your content and the way you explain all the landmarks, with super chill music. Wish we had that kind of history here in the States with castles and things everywhere. Cheers
Thanks, my preferred motor now is the Atom, and I will occasionally take my Moster up for cloud kicking / high altitude flights. Yes we are spoiled for historical things to look at when the sideways rain eventually stops!
Yeah I've got over 500 hours on my Moster. I sill prefer the Atom and as you can see in the video, only 2 were genuine engine outs on the Atom so not bad.
Haha, I hosed down the wing because it was covered in mud. I don't want any grit abrasive dirt from further damaging the material when it's in my stuff sack. Didn't take long to dry, a few hours.
Not an engine failure at all, it did exactly what it should have done given the inputs that it received. The moral of the story: If it isn't causing a problem for controlled flight, then troubleshooting can wait until you're on the ground. Rarely will finding out "what this is stuck on" at 300 ft. in the air make things better.
Nice one 👍 and great takeoff after engine out.
Very much enjoyed. Thank You!
Welldone Mark, good efforts with all that walking, I worry about a wet wing and collapses but it shows how good they are. Great Vid
Absolutely, I couldn't believe it wanted to fly after I gave it a good hosing down! Obvs I wouldn't fly it in that condition, but it was still kiting just fine.
lol nice, sql database for your logbook. I'm happy with my Excel sheet...
yeah I do like to geek out a bit!
11:26min my heart dropped some beats when i saw you casually just hose the wing down with water haha!
Flies great now 😊
@@markallisonparamotor 🤣
@@cloudpandarism2627 watching and waiting for new videos/news from your channel and now I realise your sitting and watching ice paramotor videos 😁
@@markust5601 oh no mark is just a fantastic pilot and i come mostly for the nice photos. meanwhile i am waiting the weather to be better here in china. almost unflyable for 2 months. i also like to hear other pilot opinions about what they want to see on an electric PPG. i got 3 new prototypes ready and waiting for a chance to test them all.
Great job there, kept cool dealt with it, took off again. Love your adventures
Thanks 👍
Great job bud. I've had my share of engine outs due to fuel settings. My view is it can only make you a more confident pilot.
Yes, after 22 engine outs it doesn't bother me any more. Obviously I would prefer not to have them, but it's not a big deal if you fly safe.
@@markallisonparamotor You consider "Riser twist," "Loose netting," "Cravat," "Brake line tangled," and a "line over - aborted launch" as engine outs?
@@Logan4661 I more accurately call them "unplanned landings" in my log.
@@markallisonparamotor Yes, just pointing out that the 22 in your post above includes issues other than motor outs.
@@Logan4661 yes you are right
Well handled and flown.
Nice job Mark!
At least you got some exercise. Great video as usual Mark.
Yep that was my work out for the week! 😊
Mark, I was concerned about the flapping of the speed bar cables before take off or if unused. I added a Velcro loop on my seat strap and tuck the excess in there until required. I can’t recover it after bar use, but I think that’s a fair task at that stage.
Good idea, I do need to do something with it, I'll have a think...
Well done! Maybe time for a 'master switch' removal plan. I rarely ever use speedbar. I'd like to, but the worry of slacken lines and the hassle, prevent me from it.
I think I just need to secure the speedbar lines with an elastic band or something. Master switch is there in case throttle kill switch fails (has happened before). I rarely connect the speed bar up, maybe 5% of flights.
@@markallisonparamotor I need to quit avoiding it and find a solution that makes me less worried about speedbar. Im so light on a moster, my hangpoint is so close to the prop, I've VERY little (2") room for slack. Heck, my tip steers are 2" or less from spinning prop, when brakes stowed and climbing wfo...
@@shanesplanetshane3795 sounds like you need to revisit your setup. I know for sure that my speed bar and tip steer lines cannot reach the prop.
@@markallisonparamotor 125lb pilot on a moster with a frame that has the engine up close. Manufacturer had to redesign some swing arms for me, as my hangpoint is barely in front of my chest. WFO, wing falls back, I rock to the skies, slack in tip steers is nearly touching the cage. It is what it is. THe solution would be for me to gain weight, lose engine weight, lose thrust, or have a horrid lean back angle. If I lean back more, getting out of the seat to land is tough, and increased chances of riser twist. Its all a matter of compromises in one form or another. I've come to conclude that IF lines get back to the prop, I'll likely be on the power and itll cut, rather than reel them in. I think cutting>reeling. Either way, it makes my reserve a little more valuable, my religion as well.
Very nice effort bookkeeping your flights (leave alone the beautiful videos, which are another document per ce)! Reminds me of my early self-promises to log everything... but this was long ago...
It is easy to judge from my armchair, but imho visually there were some other options for emergency landing. The actual place looked wet and mud fresh crops from the air. While the lighter yellow areas of old hay right ahead of the point of failure looked being a higher ground. But again, an armchair opinion...
Yes that was my first choice and you can't see on the video but there's a power line running across the middle of it!
You don't get much luck do you mark but hats off to you for all the effort main thing is your safe
To be expected if you fly a lot I guess!
As much trouble as you may or may not be having with the Atom 80, wouldn't you have benefited from some of your scenarios if you had the Moster?
Just subbed by the way, really enjoying your content and the way you explain all the landmarks, with super chill music. Wish we had that kind of history here in the States with castles and things everywhere. Cheers
@@TONYPARAMOTOR
Nicccce
Thanks, my preferred motor now is the Atom, and I will occasionally take my Moster up for cloud kicking / high altitude flights. Yes we are spoiled for historical things to look at when the sideways rain eventually stops!
4% of flights ending with an engine out is rather a lot!
database has been updated since, it's 4% for unplanned landings, and around 2% for engine outs excluding running out of fuel 🤣
Ha now I see how you got so muddy! I bet you slept well that evening. 🤣
Haha, yeah it was a proper work out!
Wow, you have a lot of engine outs. How many hours to you fly each year?
I fly 200 ish
@@markallisonparamotor That's a lot of hours, but I still think we need to chip in to get you a mirror so you can keep an eye on your gas level!
18% was running out of fuel lol. Is that a common thing
No, it's not, and shouldn't ever happen. On those occasions the mixture was too rich so burning way more fuel than expected. Live and learn...
Tea solves all. New series idea: Mark's Misadventures 😅
I don't know how I would have coped without the tea!
Get a Moster 185 and you will pretty much avoid all these issues ypu have with the atom. I have over 100hrs on my 185 with 0 engine outs.
Yeah I've got over 500 hours on my Moster. I sill prefer the Atom and as you can see in the video, only 2 were genuine engine outs on the Atom so not bad.
who needs a gym membership when you can crawl trough mud with a paramotor on your back!
unlucky Mark, thanks for sharing!
Yep, but I hope not to do that again any time soon.
Went for a flight and got in a workout!
Tell me about it!
Another one. I'm starting to think these are intentional for views 😂😂😂.
Why did you hose down the wing ?
How long didnit take to dry ?
Haha, I hosed down the wing because it was covered in mud. I don't want any grit abrasive dirt from further damaging the material when it's in my stuff sack. Didn't take long to dry, a few hours.
Not an engine failure at all, it did exactly what it should have done given the inputs that it received. The moral of the story: If it isn't causing a problem for controlled flight, then troubleshooting can wait until you're on the ground. Rarely will finding out "what this is stuck on" at 300 ft. in the air make things better.
Amen to that! 👍👍
Glad to see you landed safely! How heavy is your Adam 80, and how big is that Hadron wing?
@@wayneppg898 Atom is 24 kg including reserve without fuel. The Hadron is 20m.
First