Why weight-shift is more fun and more safe? Paramotor Geometry, Part 3

"I have to warn you: In this part I will be biased.
I am a big advocate of weight shift steering in paramotors.
I know many pilots who have switched to a weigthshift paramotor. I know zero pilots who have switched back.
It takes some time to get used to it, but then you will never want fly a non-weight shift paramotor."
This is part 3 in our classroom. Miroslav Svec, designer of SCOUT paramotors shares his knowledge about paramotor construction, the theory and reasoning behind. At the moment we have around 30 videos on the list. At the end of this, you will be able to make a qualified judgment what is the ultimate best paramotor for you.
Whats the point of weight shift?
1. Look
2. Lean
3. Pull
This is what your paragliding instructor will tell you to do. This is how paraglider pilots core the thermalls. I know modern reflex gliders with 2D steering are so agile and fun to fly that some may believe they do not need the weight-shift. And that's right. You do not need it. You can live without it. Without knowing what you are missing out.
But What are the benefits of weight-shift steering?
You give the glider two steering inputs instead of one. This means:
half brake is enough to initiate the same turn
with same brake input, your turn is more tight
This means your turns will be:
1. More efficient because with less brake your glider stays closer to its ideal profile
2. safer, because with less brake your risk of stall or spin is lower
3. more fun, because it just feels better with weight-shift
No, its not more turbulent! It may feel more nervous but the turbulence is the same. You at least have more feedback from the glider to react earlier and more accurate.
You definitely need weight-shoft steering for acrobatics, freestyle, slalom and thermalling.
You do not necessarily need it for cross-country PPG flights, but it definitely does not hurt!
Topics that will be covered in this classroom:
*Please, be aware that we are adding videos each week, so there can and will be changes to this list.
1. Intro: Searching for the ultimate best paramotor - what is or will be your flying style?
2. Paramotor suspension, part 1: Why suspension is the most important characteristics of a paramotor?
3. Paramotor suspension, part 2: Why weight-shift is more fun and more safe?
4. Paramotor suspension, part 3: How much weight-shift authority you get from your paramotor?
5. Paramotor suspension, part 4: Pitch stability under power
6. Paramotor suspension, part 5: Speed bar behavior
7. Paramotor suspension, part 6: Ground-handling and running with a paramotor
8. Paramotor suspension, part 7: Comfort in flight
9. Paramotor suspension, part 8: The sectret questionmark suspension.
10. Paramotor suspension, part 8: The big comparison of paramotor suspension systems
11. Torque: Why and how much torque we face?
12. Torque: Why don't we use counter-rotating propellers?
13. Torque compensation on high suspension paramotors
14. Torque compensation on medium and low suspension paramotors
15. Torque: SCOUT Dynamic Torque Compensation.
16. Comparison of torque compensation systems
17. Gyroscopic effect on paramotors
18. Geometry of the paramotor frame, part 3: Why being reclined is dangerous?
19. Geometry of the paramotor frame, part 1: Why being reclined is inefficient?
20. Geometry of the paramotor frame, part 4: Big comparison of paramotor frame geometry
21. Harness geometry, part 1 - getting in and out of the harness
22. Harness geometry, part 2 -Why some harnesses are more comfortable than others?
23. paramotor safety, part 1: Load test of paramotors
24. paramotor safety, part 2: Attachment of the gooseneck bars to the main frame
25. paramotor safety, part 3: crumple zones and back protection
26. paramotor safety, part 4: Beware of getting the throttle cable into the propeller
27. paramotor safety, part 5: propeller clearance
28. How much power do you need?
29. Standard 125 cm prop or larger?
30. How much does weight matter?
31. Do you need a clutch?
32. Electric starter or manual?
33. How important is aerodynamics of paramotors? fuel tank hanging low
34. How much fuel capacity do you need?
35. What is the ideal paramotor for tandems?
Feel free to have any question at [e-mail]
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[@FKreider]

The info provided in this series is absolutely fantastic! Thank you.

[@mikethacker1570]

thank you very much for the videos and upcoming videos about paramotors I'm new to the sport and I am looking to get into it but trying to learn all I can before I make a big decision on what to buy. I really like the way you were talking to me and not at me it makes me feel more at ease any more comfortable with the Scout products. keep up the good work.

[@valdemarfragnanineto4217]

Scout rocks!

[@bobsaget2958]

awesome series, thank you

[@trobmj1]

Great video series. Thanks. I am working with an instructor and am working toward my decision on a motor and wing. This is helpful. One constructive comment. I listen with headphones. If I can hear him talking, the music blasts and I have to turn the volume down. Then back up for the speaking parts. Its a little thing but I am throwing it out there. Thanks.

[@SCOUTaviation]

trobmj1 thanks. Too late for this video, but we will learn our lesson for the next ones. Thanks again.

[@GhostRyder2008]

Same here except I'm using regular speakers and I'm constantly adjusting the volume. Great information in the video though!

[@adamedgar5765]

great video...i fly high hang point (high suspension point) Nirvana Rodeo. I agree with everything you have said about weight-shift...however, i would suggest that even for cross country weight-shift is better. This is because i get a sore arm holding on a little opposite brake to counteract the engine torque, and therefore tendency for paramotor and glider to turn, even during cruise. I appreciate that one can adjust trimmers to compensate, use tip lines, offset carrabiners, or indeed even an antitorque strap between paramotor seat and carabiners, however these things all add complexity and affect glider performance and induce asymmetric reactions (which is not a good thing). Weight-shift is a very simple solution. A downside to weight-shift i have found, 1. it may tend to cause a pilot to overreact to wing feedback, thus potentially creating/exascerbating a bad situation because of inexperience. 2. forward launching is more difficult with low hand point machines (but on the reverse side, reverse kiting is very awkward with high hang point too...so its a trade off) I still agree with you in that generally weight-shift is better all around.

[@SCOUTaviation]

My first unit was a Nirvana Rodeo and I loved it... Whatever gets you int the air is a great paramotor as flying does not compare to anything. 1. I disagree that wight-shift units make you overreact. Having good and instant feedback from the gliders makes you react earlier. Early reaction is anytime better than delayed reaction. 2. On forward takeoffs I felt the glider a lot more "connected to my body" with medium bars than with high suspension. But it might be harness issue as well. I am a big fan of weight-shift steering but its too early for general conclusions. Wait for the Part 10 where we do the final big comparison...

[@Burner-Adventure-Chronicles]

Enjoying the series. Enjoyed the emails we exchanged and have been in contact with the guys at team fly halo. So, when I get the financing, I wil go see them to get on with my new hobby. That being said; was that clip flying over the boneyard in Tucson? was that easy access or was just a quick permission granted? That looks to be a grand idea.

[@bennettd12345]

Aside from the great presentation (and thank you for that!), I have to ask, what kind of glasses are you wearing in this vid, please?

[@ryandinan]

Hi Miro, great info! I have a question regarding weightshift. Say you want to make a left hand turn. You look and then lean to the left, as well as lift your right hip while you progressively add left brake. My question is this: Is the weightshift more a function of lifting your right hip and allowing the seatboard to be lifted higher on the right side, or is it more a function of pressing down with your left hip and leaning over the left bar? I tend to think it's more about one swingarm being higher than the other - which - correct me if I'm wrong - is more affected by how much you allow the swingarm/seatboard to be pulled up by the wing, by lifting your leg/hip. Am I understanding the mechanics correctly?

[@SCOUTaviation]

You don't need the swing arm to move to apply weight shift. Even on a rigid system like flattop you can shift weight. Just shift the weight. Hips, legs, upper body... Do whatever feels natural to you too move your center of gravity to the side.

[@MrUpscaleman]

I like your video. Are you related to Hans Gruber?

[@lonlyford6469]

Are the presentation slides available for download?

[@nitro200flyer3]

Whats the best weight shift for your legs position ? Should you extend the side of the turn and tuck in the outside leg? or extend the outside leg and cross it over the inside tucked leg ? Both with the torso leaned to the turn side ( inside )

[@aerobatty1]

What are the design differences between a weight shift paramotor and a non weight shift paramotor? In other words, what makes one weight shift and the other not?

[@climber1499]

Ur videos are great. I have one question, At what altitude your engine tends to stall?

[@SCOUTaviation]

+climber1499 not technically stall. A was significantly losing power at 11000ft. In flight carburetor adjustment would help for sure

[@climber1499]

Thankyou for the prompt reply. Do u think proper adjustment will make it run at 18000ft.? Sorry I am from Pakistan and we have plains at a height of 16000 ft.( I am not talking of the mountains).

[@SCOUTaviation]

I think yes. tandem at 16000ft with the Vittorazi Moster Plus engine = same engine as we mostly use on our SCOUT paramotors. kzbin.info/www/bejne/q5LXmq2aeLyFpJo

[@climber1499]

I really appreciate you replying me. Whenever I try to ask any question beyond limits to others, they usually do not reply. This shows your confidence in your machine. I will get back to you again for training.

[@jeyakumar2075]

Bro upload some videos regarding parts and working principle of an ppg

[@SCOUTaviation]

Please be more specific.

[@steviegenoski9977]

I need an enduro......bad!

[@stanleydenning]

" Is weight shift good for cross country pilots"? No? I would have to disagree. On a long flight the blood can run from your arms and make them numb and tired. It is nice to be able to stow the brakes and let your arms rest. Small corrections in direction can be made my weight-shift alone.

[@Wintermute909]

Stanley Denning to be fair he didn't say weight shift was not good for xc, it was more that he said it's just not very important. Really good point about letting your arms rest tho.

[@Edward-bn2vw]

The sound levels here are really bad.

[@jewellevy]

"More safe"? What happened to "safer"? It's a real word.

[@SCOUTaviation]

Sorry, English is my second language so mistakes happen now and then. But thank you for pointing it. Slowly my envoys is getting better