Nice one man... I was wondering if you would get it done and into the air :) I taught myself to paramotor 20 years ago but dropped it for free flight.... just took it up again this year, had some epic flights so far (180cc GY6 driving a 130cm prop... love the efficiency of this four stroke) What you lose in weight and all out climb power, you should gain in "4 stroke" fuel efficiency :) It is easy to frazzle your brain on those early flights for sure... so be conservative with the weather that your willing to fly in :) I hope the sport gets under your skin and we see some cross county flights uploaded.
I appreciate the kind words! Glad you "get" the project in its full spectrum. I am also looking forward to some more flights once I get a few more engine things sorted out. I fabricated an exhaust header and mounted the exhaust and just have two small valvetrain components coming to replace and I'm hoping I will have full power once more!
Yea, free flight is amazing... I obsessed over the sport for fifteen years. Cross country free flight is like playing chess, a bottomless challenge. I usually obsess over a thing for five years or so then ill drop it for something else, I definitely got my monies worth out of free flight :) I am now really enjoying the power to fly off in the direction "I" choose, explore, then fly back to my take off point. Its a lot more hassle than free flight.... weight, noise, complex take off, maintenance....... but, we are not stuck on rails under a cloud street :)
Hello is it possible to get some more info on the GY6 build such as how the crankcase is modified, have you used the drive train components and layout to provide your prop housing? I have one of these engines and keen to start a build, thanks
You machined your own pushrods?! Damn. Talk about scratch!! High fives all around dude. I"m self trained as well. Training is good. But one thing it can do is give a false sense of security. instructors don't keep you safe. They coach from the ground (which can't be understated). But self training is absolutely doable if you make yourself aware of the risks, take it slow, learn everything necessary, and don't push beyond your abilities. Respect man.
Awesome job and glad you are alright. No problems here with self-trainers, BUT, class act on your part and great character tell that you called out the dangers of self-training. Sometimes people make these kind of videos and then hide all the screw-ups that some some of them make. They then only show the good stuff and make it seem like they woke up one morning, strapped a motor on their back and jumped into the air like they had years of practice. You showed you could tell it would have been nice to have an instructor/anybody in your ear to help you remember the multitude of tasks you have to handle, especially during take off and landing. Great job.
Absolutely man. I trained for six months before getting into the sky and it took this long because learning things by myself takes longer due to the need to look for information in different ways and from different sources and practice practice practice. I don't understand how some people can buy some gear, put it on their back and "send it". I very much have respect for this sport and its inherent dangers and will never recommend self-training to anyone because it's only a very specific type of person who can do it safely.
Good work. I am a UL trike pilot, who did similar on first flights. A bit of advice for future endeavors. You really need a more open area, clear of buildings, and power lines. Not chastising you. It just takes a lot of stress off of you when test flying. You don’t need the extra stress of constantly watching for a landing area. That will give you better focus on the aircraft.
Great work man. I noticed the net hooks around your hoop... those need to go. Thats VERY dangerous. Hooking a line on takeoff could ruin your day. Keep up the good work!
Nice job man, looks way better than my first home build. Flying midday is certainly a no no in this sport although some people still chance it. Fly safe my friend.
I'd say you came in hot, but I wouldn't exactly call that a "crash" landing. A bit hard, and fast, maybe. But neither you, now the machine were hurt. Glad that's all you had to experience. Thanks for the video. Good luck with your future endeavours with the paramotor.
Thanks, Thomas, I would have to agree but I call any landing where I'm not on my feet (at least one of them) a bit of a crash. Feel free to check out my new videos, I've been flying the machine for a year and have built a few versions of the engine where it now makes very respectable thrust. Thanks for watching and chiming in!
You earned your wings Dmitri. The wind looks a bit too strong and gusty for the amount of space you have, and you are flying very close to a mountain, watch out for rotor and turbulence. Keep flying and stay safe.
Thanks for the comments. That vid was a long time ago and I don't even live in that area anymore. Much has been learned since that flight and I agree with your input on the dangers (I learned the hard way :) )
This is freaking awesome man I think it's hilarious you're using $100 engine and people spend thousands mad props... lol... you definitely inspired me to attempt to build my own.
Much appreciated! Keep in mind that just because it started out as a 100 dollar engine, I've put probably more into it than just getting a used engine. But I have big plans with this project and will keep building away!
Actually yes, I did extensive research and thinking about it and it would actually not work. The answer is in the name of the device. It requires torque (which is a change in speed if you think about it that way) between a stationary or slower moving object... (in the case of a GoKart it would be the ground) and the moving object (ie the output shaft) to change the gearing. The physics in a propeller are quite the opposite... there is NO resistance (change in torque) in the lower RPM range but rather in the upper RPM range so it would effectively act as an on/off switch at the highest ratio. For it to work, you would have to completely re-engineer the torque converter to work in reverse.
Dmitri Zyuzin I don't think it would take re-engineering of the torque converter just a respringing of the torque converter and then there'd be a chain drive from the torque converter to the driven propeller and it would always be at an optimal speed and that's the beauty of the torque converter. These engines don't make much horsepower but they make a lot of torque ( modified Predator 212). I've done a lot of research on it I think it would take a very light spring in the torque converter. This summer I'm going to try to build one I'm up in the New England area and it's too cold to attempt to try to do it now but this spring I'll start working on it.
You haven't thought about it long enough yet. If you'd like, I'll send you a torque converter if you pay for shipping :-). For a Paramotor to work you need Peak HP and higher RPM range.... so what needs to happen is the gearing ratio needs to actually be the LOWEST in the higher RPM range. See the issue? To spin a normal size prop you need to have around 2.5:1-3:1 reduction ratio, depending on how the engine is set up and the propeller pitch/diameter. This has been tested on a thrust bench by a reputable builder and it simply jumped to the lowest reduction ratio (where the two pulleys are almost the same diameter) and stayed there losing top end power because the engine can't spin the prop up into the higher RPM range with that rerudction ratio.
Thanks for watching, you're definitely in the old videos. I highly recommend watching some of the newer ones for more recent versions of the Paramotor.
Dmitri, your nerve , engineering skill and flight skills are all really impressive. You might be crazy, I haven't the education to tell if you are or not, but I'm envious. The first flight looks like a lot of fun and I don't know if I'd have the balls to get off the ground. I have about 10,000 hours of fixed wing time and I'd like to try an ultraight. Good job and I'm looking forward to your modifications and more of your practice flights.
This is a four-stroke engine so no tuned exhaust is needed. I'd like to invite you to my newer videos, there is now a full header and exhaust system. The header is port matched to help expel gasses efficiently.
You should look into using the GY6 engine boring it out to either 180 200 or 232cc. If you were to cut off the transmission part of the case it's literally identical to what they use paramotors. Actually a lot of the engines they use and mopeds have a CVT are the same design just without the CVT part of the case. The Mount of the engine to the bike is where the reduction drive would go.
all the boost the gy6 does not make as much power unless you build a full 232 setup. The problem is that to do that costs as much as a paramotor engine. They are definitely more reliable and interesting engines and I might build one at one point or another.
I appreciate it sir. Since that project I built a couple of more paramotors which turned into a refined frame prototype which turned into a pre-production unit and has now turned into a company which will launch next month. For obvious reasons, it will come with production engines though.
I've been a subscriber for a while, and really only had time to watch some of the build this morning since the winds aloft are 40kts and I can't consider going flying. Just sent a request to join the FB group this morning hopeful to learn more. I'd love to have a second motor/harness system around as a spare and/or loaner for buddies that can bring a wing but can't easily transport a motor. So? I think I want to build one! I love tinkering and fabrication and have the tools and skills to build. I know you've answered some of these questions multiple times, but is there a concise place I can find the following: -estimated HP at Full power -Target takeoff RPMs -typical hourly fuel burn -Final displacement after machining work -total weight of engine, frame, fuel tank and harness minus fuel -Have you considered a muffler system? -any things that need significant rework for either safety or handling improvements, that maybe you'd do different or are planning to change soon? Anyhow awesome stuff. Keep flying safely!!!
Grats on finally getting airborne homemade-style :) I´d get a mufler on that thing or everyone in the area is gonna hate you and complain left, right and center every time you show up with that thing on your back ;D Maybe the noise doesnt bother you, but believe me, its bothering the people below you..
Congrats on your flight.... The Wright Brothers would be proud. Thanks also for the warning that you take this venture seriously. Have you considered the rotor off of those hills and mountains? The winds are never going to be stable and can change in an instant. That said, it is a BEAUTIFUL place. Will be keeping an eye out as you get your rig completed.
docdurdin thanks for the input. Yes the wind out here is very much unpredictable including rotor and very weird thermals. I've learned to get humble and respect it and now fly out of the local airport. Check out the latest video, I've completely rebuilt the machine.
you are fighting Density Altitude, the time of year July, your Elevation above sea level. Engine performance and sail performance suffer from the elevation and high temps. Try flying early in the morning when temps are lower.
1 don’t think you need the reduction and 2 put a muffler on it and it might give it a lil more power and it will be a lot quieter , that’s the kind of shit that pisses off the neighbors
So you get a better understanding... That motor was actually quieter than my Vittoraz even without a muffler, the neighbors were watching and cheering and it most certainly requires a reduction to produce any form of actual usable thrust.
I'm not even sure what you're trying to say. The risers are in the correct position but even if they were flipped 180 or even 360 it would have zero effect on anything I've experienced during this flight. I've launched with a riser twist a few times (once as a demonstration) and they are completely benign.
@@IrisPPG I probably used wrong terminology. I did not mean the risers were incorrect. I meant it looked like you were experiencing some engine torque twist. The wing for example faces straight ahead but the TQ of the paramotor twists the rider. Judging by the direction of you knees and the shadow of the wing, the 2 were not facing same direction. Seems like a pretty common occurrence in paramotor community. If you Google paramotoring riser torque twist there are many readings on it and foot flyer has a good one. My first paramotor was a high hang point and on take off I would have to lean hard opposite to counter the engine torque. That's all 🤙 cool video. Enjoyed it, thanks for sharing.
@@Efntodd oooh! That makes a lot more sense! I think what you're actually seeing is the fact that i have a homemade camera mount and it's actually not centered on my helmet but it's actually off to one side which is why you only see the right riser. That motor was not that powerful so torque related twist wasn't much of a problem. I remember how much of an adjustment it was when I got a Moster 185.
Engine sound is more soothing than the 2strokes,especially 3 or 5 blade propellers,,,or 8 drone motors noisy ay man.....well I was typing b4 and realised you might be willy wonker with a soda-pop fizzy drink powered flying mobile...any gear box gear reducing?or straight off the crank..🤔🧐😊❤️💜🙏🏿🙏🏽🙏🙏🏾🙏🏼
That open exhaust must be hell on your ears! Great job making your own paramotor! Which wing are you using. I'm looking at a lightly used Ozone Mojo (50 hours on it). I've had my first flight with a professional trainer last Sat and am looking at tomorrow or next weekend for our next lesson. Wife and I are learning together. We are learning paragliding first, then will upgrade to ppg.
Hey, Les, I use ear plugs :-D! I'm using a Power Play - Sting 140 glider that I got used. It's certified for both PG and PPG in my weight range. It's not the best wing by any means, it's pretty heavy to come up but it will do for my learning and I've already had to send it in for a minor repair. I do not have experience with any other wing so I can not comment on the one you mention but I've never heard anybody say anything bad about Ozone or Dudek wings but I'm probably less experienced than you (I've done 3 free flights, the first one had a bit of a tumble landing and the other two were awesome).
@@IrisPPG thanks for the reply. I went though your channel and found the build videos. I'm thinking of building my own paramotor. I can't see spending thousands of dollars on a small 2 stroke when I should be able to build my own engine.
No experience, designing from scratch. Way to totally ignore all the benefits of all of science and technology learned over the past 5000 years - you start with what you have and improve on it.
I don't really post on my RU-vid any more but this project has an interesting story that followed: westcoastparamotors.com/shop/our-paramotors/iris-infinity/
Hey my name is Terry I live up by u .I was talking to a friend of URS .that has a motercycle for sale n he told me about u .well I am building a paramoter .starting .I would like to talk to u . I can't check my email but I can msg me on Facebook .klawitter terry ..or terry klawitter thanx
Adi Rompin gx500 would not be feasible in this application. I made a custom exhaust header because it has to go around the reduction system and work with the cage. The final header curves left and has a very nice muffler. You can see it in later videos.
I built a custom reduction, look at my other videos. The problem with direct drive is that a large prop that's required for PPG has to spin at about 3600 RPM (roughly), otherwise your tips will hit supersonic, get loud and completely inefficient. The reason this is a problem is that such a small 4 stroke makes its power much higher in the RPM range (6-7000 RPM) so you will not have enough down low to create reasonable thrust.
Adan M you gotta run calculations on everything man. I spent several weeks crunching real world and theoretical numbers to figure out how to make power, what prop to use, and at what reduction and even then I'm a bit off on my math and will need to adjust as time goes on.
I admire your dedication, but how much of your failure is from fixing things that don't need fixed? Why make your own push rods when you can buy good ones for like $15ea? Why manufacture an entire new side plate when you could bolt on to the existing pattern? I see you say it's not a project that's worth it but watching every one of your videos it seems a major problem is by a simple overlooking of something you've manufactured, and not tested off the shelf parts. My engineering style is keep it simple. Your designs are like the Ferrari of designs and they need Ferrari maintenance haha. I plan to stick with the premise of the core engine I started with, harbor freight will get it done and last forever. Either way, I appreciate the visuals, guidance and music and admire the mill. Hopefully sometime I'll be able to post a video of my creation to see if I know what I'm even talking about.
Your assumption is incorrect. In the end I went through a pile of off the shelf parts including push rods and even full ported cylinder heads. The reason for using a custom machined cover plate is to support the reduction. Initially I had a bolt on one but it requires the whole engine to stick further out and after you add adjustment to tension the belt it moves it too far. With the custom cover plate it was extremely easy to dial in my reduction because I could just machine new pulleys as needed. You will also need to come to terms with one simple fact: the HF engine was never intender to run at full RPM for extended periods of time. You will struggle with cooling issues. You will also realize that it's a splash lubrication engine which wears through critical parts extremely fast so you will be replacing them every couple of dozen hours. Like I said, feel free to reach out and I am glad to share a much better path that will yield in a much better engine. I don't have time to pursue the project since I now have a full-blown paramotor company that manufactures paramotors and accessories with employees (which started with this project btw). But I'm glad to share wisdom.
BTW, I can tell you another thing for 100% sure. You will have to design and tune a custom reduction system no matter how much you don't want to. It's an absolutely critical component that takes a long time to dial in properly. Also, every time you change anything on the engine that adds/removes power, you will need to adjust the reduction or even change out the prop.
One last point: in the end I did everything right and I still reached a physical limitation of the engine. I had the actual casting of the head break off the part that the rockers pivot on. The engine flew great for a while but it has severe limitations of what you can do with it. One of my biggest mistakes was actually trying to build a Hemi engine and non non-hemi. The Hemi engine is NOT a better engine for higher RPM and higher power builds. It's a constant play between power, compression and clearance issues. A non-hemi head would be slighly less efficient but it would allow someone to build the engine for higher RPM/compression/power without having to take away from one of those variables from clearance issues or having to have a stiff valve train to even get into the higher RPMs.
It's a fully built Predator 212 with just about every part replaced with billet/performance, machined, clearanced and it has a big valve head with high compression and 3 angle valve job.
The motor was probably around 600-700 to build, maybe a bit more but I have parts I won't need that I got and then replaced. The whole build including the paraglider is at about 2000-2200 so far? I'd have to crunch some numbers because I'm probably missing some stuff.
