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Karma Flights Update

In April and May of 2015, Nepal was struck by devastating earthquakes, and pilot run Karma Flights was on the ground doing amazing work to bring aid to the local population immediately. With thousands of pilot donations, they’ve been able to bring significant relief since the earthquake hit. Here is an update from Karma Flights and The Cloudbase Foundation on exactly what all of our donations have accomplished:

We brought approximately 32 tons of food, fresh water, shelter and medical supplies and teams in by foot, jeep, motorbike, helicopter and pack animal; built almost 400 temporary shelters for families and 4 temporary schools; set up a field hospital and served over 300 patients, funded additional transport and hospital care/surgery for 14 patients with life-threatening conditions; restocked 18 schools with school supplies and 4 health posts with medical supplies; provided hundreds of solar lights/charging stations to villages without power and hundreds of water filtration systems for safe drinking water; hired a bulldozer to clear landslide impacted trails; funded the epicenter area church (used as our emergency supply-distribution center) to repair their earthquake damage and build a retaining wall against monsoon floods and employ a full-time nursery school teacher; coordinated a large-scale hydro-project which restored clean and sufficient water to a village suffering a cholera outbreak; distributed warm clothes/blankets/shoes and earthquake-safety-instruction coloring books and crayons to over 600 students in remote mountain villages; and committed to 62 long-term full-scholarships for impoverished children who lost a close family member to the quake.

In addition to this emergency response, Karmaflights Nepal continues to support its long-term waste-management, health camp, vulture conservation, village-buffalo (purchasing a buffalo for villagers to share milk), educational scholarship and hot-lunch programs. We’ve additionally been able to provide all 137 homes in Arnakot Deurali with smoke-free stoves, trained locals to build homes out of earthquake resistant earthbags, installed a solar-powered computer lab, run health camps and distributed solar lights.

For continued updates, info, photos of the relief effort, and to donate to the cause, visit www.karmaflights.org.

Speedster Manual Updates

In the PPG world, there is at times still a slight lack of clarity about the roll of reflex in PPG wing design. Reflex does indeed add impressive amounts of stability to PPG wings, making them far more resistant to collapse. However, in some cases, active flying is also extremely important and we don’t believe that reflex will ever fully replace the need for active flying. We have attempted to clarify these points in the most recent version of the Speedster Manual, which is now online.

The Speedster manual is slightly different from the other manuals in our PPG range because the Speedster is a new and different wing. The Speedster has a great deal of reflex in its design, more than any other wing in our range, and this has given it a very impressive speed range. While the Speedster may become known for its high cruising speed, we also feel that its high efficiency, agile handling, and in flight comfort are all equally important points and are what makes this exciting new wing stand out from the competition.

Click here to download the new manual, or navigate to Paramotor – Products – PPG Wings – Speedster, in your language.
If you haven’t tried one yet, we invite you to do so. Please ask your local Ozone dealer for a test flight.

Cheers from all the Team, and happy motoring.

Ozone Reflex Profile (OZRP) Q&A With Dav Dagault

David Dagault is Ozone’s Designer and Chief Test Pilot, and is responsible for the success of Ozone’s PPG range including of course the Viper Series. With the advent of ‘reflex’ profiles, many questions have emerged regarding the design theory and flight practice for reflex wings. The OZRP is explained behind the link at left (check it out if you haven’t already), but we’d like to offer a few more answers regarding flight practice.

Flying questions regarding technique and practice should be directed to your local (trusted and experienced) instructor, but Dav has offered some advice for pilots who are looking for further information on the trimming and tip steering systems of modern wings such as the Viper 2.

QUESTION: There are 2 steering systems on the Viper 2. When, and in what conditions, should I use each?

ANSWER: The Viper2 has the normal brake steering which you should use the majority of the time. However, as described above, when flying at high speeds and low angles of attack it is not ideal to use the brakes.
There of course needs to be an alternative to steer the wing at these high speeds. The main demand came from competitive pilots who must achieve sharp turns, very close to the ground, in order to run slalom courses in the minimum of time.
This how the tip steering was born, and we think our system is the most efficient that you can find today: It not only pulls the stabilo down like most previous systems (that influences mainly the roll of the wing), but also controls the yaw of the wing and is therefore more effective with less input.
Once again, flying accelerated and/or untrimmed should only be done by expert pilots and in very calm conditions, and obviously only with plenty of altitude to recover from any situation.

QUESTION: I heard that when in turbulence, wings with reflex are better steered by the C-risers. Is this true?

ANSWER: If you’re flying at trim speed, you’ll fly your wing as normal with your brakes, no special technique is needed.

If you’re flying very fast, at low angle of attack (full speed and / or trimmers released), it is not recommended to touch the brakes in this configuration since there is a risk of collapse.
This comment is true when speaking of wings with or without reflex in their profiles.
The technique of steering with the rear risers comes from the free flight competition scene, where pilots have to fly fast and prevent collapses without sacrificing speed.

It must be said that the best way to prevent a collapse is to reduce the amount of accelerator / trimming, but by holding the C’s and pulling the necessary amount, it will help to prevent a collapse before finishing the release of the accelerator and returning the trimmers to normal flight.

QUESTION: In what conditions should I NOT fly with trimmers extended, for instance, in what kinds of turbulence?

ANSWER: We recommend that pilots use the accelerator instead of the trimmers, simply because in case of turbulence you can immediately go back to standard trimming by releasing the speed bar, which will guaranty better behavior in the case of a collapse.

More generally, the speed bar is more effective because you can “actively” fly with the accelerator. By pushing more or less speed bar, you can adjust the pitch of your wing to minimize the variations in angle of attack caused by active air.

There is no turbulence scale that can dictate when pilots can safely fly “trimmers released”. It depends on the skill and experience of each individual pilot. Flying with trimmers released should only be done in extremely calm conditions, with no thermals and no wind, and the full knowledge that in the case of a collapse the wings’ reaction could be extremely dynamic.

QUESTION: Should I use active piloting techniques, such as free flight pilots use?

ANSWER: Yes, why not? It is true that the reflex provides more “solidity and collapse resistance” to the wing, compared to a free flying wing. But that doesn’t mean you should not actively pilot the wing. The same rules apply as for a free flying wing: If it’s a rough and turbulent day, you will actively fly your wing. If you’re on glide down along a snowy slope in a winter, with no wind and no thermals, you’ll be able to relax.
It’s the same with paramotor wings: You need to give the necessary attention and the amount of “active piloting” that is required for every moment of flight.