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I would like to go to the Spyder 3 but, I am confused on which size. My understanding is the weight calculation should include the weight of the pilot + paramotor + fuel + reserve and any gear you may carry. I weigh 260 lbs. fully clothed and using a guesstimate paramotor weight of 55 lbs. that gets me to 315 lbs. not including reserve, fuel... I am guessing that a reserve + fuel could add maybe 30-ish more lbs which would get you to 345 lbs. or 156.5 kg . I heard AJ say in the video he was 260 lbs. when he flew the 28m but, using my newbie non-pro calculations, that would put him pretty close to the 160kg max on the weight range for that size. Is it preferred to be that close to the max or am I looking at something wrong or.... ? Any insight would be greatly appreciated!
Having watched all 3 clips about choosing a wing each presenter attempted to show the different shapes of the 4 categories via free hand sketches which were of variable quality and usefulness. Would it be possible instead to film your instructors flying the different wings, A,B,C D, alongside each other and show the difference in size and shape from above, behind, the side, etc, to give a more realistic comparison of how the categories differ? Or alternatively just kiting the wings on the ground side by side? Thanks for posting.
Thanks for the info. Someday I'd like to come to you guys for training and I was wondering how the process works as far as moving up on wings during training.
We take a close look at your natural skill and experience level. Most of our students try at least two different gliders out during training and some get to try even more!
I get the joke but...one could argue that the more advanced wing is the better wing for a beginner or novice. It’s kind of like a motorcycle, many people argue that the bigger motor, though bigger is actually safer because you have to the power to punch out of a bad circumstance.
@@ab687 Or have balls and fly something more navigable that could actually save your life when in a sticky situation. Don’t tell me not to confuse people. I explained why, there’s nothing difficult or confusing about what I stated. What I wrote makes sense to anyone who thinks it through. I have the right the my approach and opinion. Don’t worry, no one is going to go buy a D wing because of my RU-vid comment. Get real. But a person will be able to weigh my input as well and make their own decision. As I stated, faster can save a life. Novice gear is designed for “ideal circumstances”. There are no such thing as ideal circumstances in flight. A collapse is lack of skills more than gear. Recovering a collapse is also more about skill than gear. If your worried about a collapse you need to be back on the ground to work on your basics.
How about elevation of field? How does that play into the selection of a wing, first or second? I live in Colorado, at about 5845, and want to start my PPG career to fly around here.
How do you factor in altitude or elevation? I'm at 4500 ft where I live. If I'm at the top and of the weight range, should I go up a size to account for the thinner air?
Don’t worry those scary words of Dell will never be seen or heard here. Dell’s a strong personality, too strong for many. But the facts are stubborn things. Argue the facts... if you can. Dell explains why this reflex technology is dangerous. Tell me what Dell says that is wrong as he explains this technology. You’ll have to look up the video. This channel will not allow a link to a Dell video. Notice this video never actually explains what “reflex” is and how is it achieved on a soft wing.
@@jahsunshine8891 I think you will be ok as long as you really work on glider control#1. I own a Roadster and have many frinds with the Spyder that have close to 500 hours on them.Just bew sure to fly the wing in the safest configuration trims closed if your in nasty air.
There is misinformation here. A Spyder 3 isn't an EN B wing, A Scirocco 2 Isn't a C, a Speedster 3 hasn't been independently EN tested to be a C and a Freeride certainly isn't an EN D rated wing. Curious to know if all your students starting off on EN A wings such as Mojo Power are flying within the PG weight range to keep they within the EN A certification? If not, then they are no longer in the EN A certification category and the passive safety that you outline in this video cannot be claimed. The same as when they are flown faster than trim speed. A quick look at Ozone's website clarifies the EN classifications where applicable, within the specific PG weight ranges.
I feel kinda stupid, that after all these videos i still don't feel like i know how to choose between the mojo and the spyder. How much safer than the Spyder 3 is the mojo pwr? How likely is it for me to have an accident with the spyder compared to the mojo? Can i safely fly the mojo in weather conditions, in which it would be unsafe to fly the Spyder? I really wanna have the options to have 2D steering and go a little bit faster from the get-go, but I also have massive respect for being in the air, and having your safety and life depend on one object. If the mojo was minimally safer and It's very unlikely to have a life-threatening accident with either, I'd go for the spyder, but if the mojo is safer by a lot, I'd go with that and probably stick with it for the rest of my life.
Jurb this is why we encourage our students to wait to buy gear until they’ve gone through training and begun flying. Making an educated, experience based decision rather than a marketing based one. Once you’re flying we can asses your skills and your mission... then make a decision with you!
@@aviator i hear you and I'm probably gonna wait with buying one until i have taken a course here in austria anyways. For some reason though, ozone wings don't seem to be the prefered type of wing here(judging by the pictures and used offers from local flight schools) but I think I already made up my mind to choose between the mojo and the spyder, just because of the reputation. Because of that, I will probably have to buy it private and not from the school. That's why i'm trying to get information to make a good decision, in case my school cant provide me with those two wings.
Jurb totally understand. I’m not sure of the legal requirements in Austria, but if we meet them, consider coming to train with us! We have a lot of students come from all over the world!
@@aviator sounds nice, but in austria there is a license requiered to fly and i'd like to hear about our own laws firsthand, since sadly everything is a bit stricter here than in america.
Why do you keep claiming that Ozone wings such as the Freeride and Viper are EN rated? It might behave like an EN D wings but hasn't actually been actually flight tested to the EN 926-2 standard. Also Viper 2 was EN C and none of the lightweight wings have been EN rated either. You can say they have flight characteristics similar to A/B/C/D wings but don't say they are EN A/B/C/D wings unless they have actually be tested...
So you've had 3 or 4 videos with nice wee drawings explaining why A class is better than C class for a beginner, to be fair not difficult to work out, but why does no one ever talk about weight and size of wing ? Surely you have enough experience now to say if you weigh this much and you use this paramotor then from our experience of guesstimating the weight of all the other bits you should fly this size of wing ? I know there are various combinations, so list them, at least have a go, at least tell us what you say to new pilots concerning which wing size to fly, is it a secret ?
@@aviator thanks for that and yes it was useful I've been swithering between a 24 or a 26 for ages as I seem to be right in the middle, but it is actually a pretty decent topic that you could tackle, I've literally not seen anyone talk about it or go in to any depth, I think it would be a popular vid x
