Fly Products Kompress User manual

KOMPRESS
OWNER'S MANUAL
VERSION 2.2 – 01/11
© Copyright by FLY Products s.r.l.
Via Perù n. 30
63013 GROTTAMMARE (AP) - ITALY
tel./fax [phone]
www.flyproducts.com - [email protected]

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INDEX
Chapter Description
1 INTRODUCTION GENERAL INFORMATION
2 UNPACKING AND ASSEMBLING YOUR “KOMPRESS”
3 PREPARING YOUR FIRST FLIGHT
4 FLYING YOUR NEW “KOMPRESS”
5 OPTIONAL ACCESSORIES
6 PACKING YOUR “KOMPRESS” FOR TRAVEL
7 MAINTENANCE
8 TROUBLESHOOTING
9 SPECIFICATION AND PERFORMANCE
10 WARRANTY

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Safety first!
Powered Para Gliding (PPG) is the most exciting, least expensive, safest, and most accessible form
of aviation available! However, it is still aviation, and it brings with it all the inherent potential
dangers of aviation. People can, and do, get hurt, and even killed, in any form of aviation,
including PPG. For that reason it is imperative that all PPG pilots receive proper training from
qualified instructors, offer PPG the respect all aviation deserves, respect weather and conditions,
and realize that in the end, it is the pilot himself that is responsible for his own safety and the
safety of fellow pilots and bystanders.
Powered Paragliding is an extremely demanding sport that requires exceptional levels of attention,
judgment, maturity, self-discipline, and attention to detail. It is unlikely that you will be able to
participate in it safely unless you make a conscious and continual commitment to your own safety.
Due to the inherent risks in flying this or any PPG, no warranty of any kind can be made against
accidents, bodily injury, equipment failure, and/or death.
This PPG is not covered by product liability insurance. Do not start it or fly it unless you are
willing to assume all risks inherent in the sport of Powered Paragliding and all responsibility
for any property damage, injury, or death which may result from the use of this product.
Enjoy PPGing to the fullest, and welcome to the sport!
Please read and be sure you thoroughly understand this Operator’s Manual before starting or flying
your “KOMPRESS” It contains information critical to the safe operation of the Powered Para
Glider.
Notation used
Certain special terms (NOTE, CAUTION, WARNING) will be used throughout this manual. Their
usage is defined below.
A NOTE provides supplemental information to help clarify a point being made in the text.
Generally, a “note” is provided to help assembly, use, or maintenance of the product.
Disregarding a “note” could cause inconvenience, but would not cause damage or personal injury.
A CAUTION provides supplemental information to help clarify an area where equipment damage
could occur. Disregarding a “caution” could result in permanent and significant mechanical
damage, however personal injury is unlikely.
A WARNING provides supplemental information to help clarify an area where personal injury or
death could occur from negligence. Disregarding a warning” could result in serious injury or
death.
1.0 INTRODUCTION AND GENERAL INFORMATION

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“KOMPRESS” features
The “KOMPRESS” is Fly Products latest design built for easy and compact transportation using a
new fully detachable frame. With a new cage construction, incorporating a simple to use
attachment method, the “KOMPRESS” is truly compact. The VITTORAZI MONSTER engine
has proven to have an excellent weight-to-KOMPRESS ratio matched with low noise level and
efficient fuel consumption.
Easy assembly and disassembly
Manual and electric Starter
Centrifugal clutch
Tuned Pipe
Extremely quiet
In-flight Restarting
Very good fuel economy and duration.
Diagram of Components
Rear View of unit
1 – External cage
2 – Multifunction throttle handgrip
3 – Silenced air filter
4 – Muffler/tuned pipe
5 – Fuel Tank
Fig. 2 – Side view:
1 – Manual pull starter
2 – Distance bar
3 – Harness
4 –Fuel pump

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Frame Assembly
Step 1 : Assembling outer frames
supports starter pulley section Tube supports mounting
Tube supports are in pairs in two different lengths.
Prepare the “A” tube supports into the start pulley support before connect them into their seats.
NOTE:You might want to add that assembling the cage in this order is the easiest way.
Step 2 : Assembling upper frames
Insert the two upper supports “A” into their seating.
Mount the cage into the upper supports upper side connection
2.0 UNPACKING AND ASSEMBLING
“KOMPRESS”

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Step 3 : Assembling right hand side outer frame
Insert the two upper-side pins into their seating.
Mount the left hand side outer frame.
Insert the two lower–side pins of the frame into their seating.
Mount the other lower-side outer frame repeating the same operation.
Step 4 : Assembling lower outer frame
Insert the two lower pins of the frame into their seating.
Mount the other lower outer frame repeating the same operation.
Step 5 : Attach the velcro straps.
Once the frame is properly connected, it is best to immediately attach the velcro straps.
Attach the upper Attach the sides Attach the lowers
NOTE! When finished, check all velcro straps Attachments.
Step 6 : Net stretching.
Final operation is the net stretching
and locking. Thread the stretching
string ends as shown in fig.11,
thread the hook-end into the noose-
end, stretch the string and hook
back to the "flying" loop.
This completes the assembly of the external cage.

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Harness mounting
Mounting Active Hang Point:
The harness mounts to the central frame with three attachment points.
They are: the top butterfly bolts, the distance bars and the ground handling straps.
Upper harness attachment
Step 1:
First engage the harness to the central unit by
fixing the two butterfly bolts and the apposite
plate.
Step 2:
insert the two distance bars into their frame seats
and close the safety velcros.
Lower harness attachment
Step 3: Next, attach the two bottom harness straps as
shown in Fasten these belts securely as shown in close up
detail.

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Leave these straps at their loosest setting for now, we’ll adjust them later.
You can also regulate the harness-seat keeping the seat zipper closed in two way or let it opened.
Upper harness attachment
Seat set-up
The harness has 2 attach position, use the “A” position for paramotor use and “B” for trike operation.
The “C” distance can be regulated from 28 to 32 cm.
MENTION ON ACTIVE HANG POINTS:
These distance bars are extremely easy to mount and dismount since they slide easily into the
central frame. The end of the distance bars are made of a square aluminum profile that does not
allow them to rotate. Due to the compression of the harness, the distance bars can not slide out of
their fittings during flight.
ANTI-TORQUE SISTEM
The distance bars are designed to allow the
sliding of the front harness webbing so that the
pilot finds the proper angle with the paraglider.
With this system the force of the propeller
torque onto the risers is avoided.
Distance bar system.
LATERAL MOVEMENT OF DISTANCE BARS.
The distance bars allow a lateral movement which is useful for the pilot to enter easily into the
harness.

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Mounting Low Active Hang Point:
Secure the harness to the frame with the appropriate plate and secure the two bolts with its connections
and butterfly screw.
Fit the spacers according to two possible settings:
Setup 1: 1A= Drivers over 95 kg ,
1B = Drivers up to 95 kg.
Setup 2: Direction 2A (forward) riders heavy
Direction 2B (backwards) pilot light.

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The correct angle must be about 20° with the ground line.
The hang points of the distance bars are made off-center for anti-torque
system and are mounted asymmetrically as shown in the picture!

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Mounting Fixed Hang Point: Also in this case the hang points of the
distance bars are made off-center for
antitorque system and are mounted in
asymmetric mode
Setup for
mount the
distance bar
according
the driver
weight

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Prop mounting
NOTE: Here is some terminology we’ll use in this section.
The “front” is the direction the pilot faces while flying, the “rear” is the opposite direction.
The “front” of the prop can be identified by the thick side of the prop blades (leading edge).
The “rear” side of the prop can be identified by the thin side of the prop blades (trailing edge)
as the upper blade section shown below.
Mounting the prop is quick and easy.
Place the rear prop flange on the rear side of the prop.
Insert the six (6) prop bolts through the rear prop flange
and prop.
Place the front thickness flange between the propeller and
the reduction taking attention to fit the little centering hole
in the prop.
Screw the bolts to the reduction drive and tighten them
evenly.
The correct torque to use is 50-inch lbs. MAX.
A more practical “field method” of torquing is to tighten
the bolts snuggly and evenly, but not enough to begin to
crush the wood of the prop.
Mounting the prop,
the red arrow indicate the
direction of propeller rotation
Assembly inspection
It is critical to fully inspect the assembly of the “KOMPRESS” to find and remedy any potential
problem areas before proceeding.
The inspection should contain, at a minimum, the following items:
Review each assembly step above
Examine all nuts, bolts, and fasteners for security
Check the harness for correct mounting, that all straps are secure, that there are no twists on
any straps
Examine prop cage for correct assembly, that it is strong, the netting is tight and on the
correct side
Check that nothing can get in the prop. The prop should clear the cage by same distance at
all points.
Check the fuel tank and fuel delivery system.
Check for correct mounting of prop, and correct torque of prop bolts.

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3.0 PREPARING FOR YOUR FIRST FLIGHT
Fuel and Oil
FLY PRODUCTS recommends the use super gasoline and synthetic oil at 2,5%.
Mix fresh gas and oil before each flying session.
Store your fuel/oil mixture in an approved, sealed container. Dispose of fuel/oil mixture that is older
than 2 weeks.
Use only fresh fuel and oil, and use clean containers, funnels, hoses, etc.
To fill the fuel tank, remove the fuel tank by unscrewing the fuel tank cap . Take care not to get dirt,
dust, etc. onto the fuel pickup.
It is recommended that the fuel be poured into the tank using a straining-type of funnel.
Fill the tank with the desired amount of fuel.. Tighten the fuel cap securely.
CAUTION: Wipe up any spilled fuel immediately, as the fuel/oil mixture is highly flammable, and an
in-flight fire would be catastrophic.
Also, the oil will leave a residue, which will attract and retain dust and dirt.
WARNING! Use common sense when refueling. Do not refuel a hot or running engine,
do not smoke or allow on-lookers to smoke while refueling. Do not refuel near heat or open flame
Before Starting the Engine
Before starting the engine on the ground, ensure that the unit is in an area free from dirt, rocks, dust,
etc. that could be sucked up and thrown around by the propeller.
Check assembly of the unit, and especially check any and all nuts, bolts, and screws, that could be
loose. Also check all parts of the prop cage for looseness. The prop produces a significant amount
of KOMPRESS, and can suck things into it from a surprising distance.
WARNING! Ensure that no bystanders or onlookers are close by when starting the motor.
The most dangerous place to stand is in the plane of the propeller. This is where dust, dirt, rocks,
nuts, bolts, etc. will be thrown if they are picked up by the prop.
At full RPM, the prop tips are moving in excess of 370mph, and pushing the air rearward at over
70mph.
This amount of force can pick up anything loose in the area and throw it around like a bullet.
Not only can it severely injure you or bystanders, even small items like dirt can inflict significant
damage to the prop

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Starting and stopping engine
Stopping the engine
Before to go on, it is better to learn the function of the handgrip:
Manual starter handgrip
1– Throttle lever
2– “STOP” engine button
3– Velcro for hand secure
4– Cruise control setup
Impugnatura avviamento elettrico
A– STOP” button
B– “START” button
C– Throttle lever
D– Cruise control setup
E– Velcro strap
F– LED light for low fuel indication
Since it’s important to know how to stop the engine once it’s started, let’s cover “Stopping the
Engine” first. To stop the engine, simply depress the “STOP” button (A - fig. 21) and hold it until
the engine comes to a complete stop.
CAUTION: It is important to be aware of some other engine stopping techniques, should the stop
switch not function correctly.

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The stop switch may not function correctly due to
1) faulty switch,
2) broken wires,
3) bad connections to any part of the stop switch circuitry
For this reason, the following emergency stop procedures are available:
To stop the engine if the stop switch doesn’t function correctly, you can
Unplug the electric cap of the spark plug
(there is a big risk to take an electric-shock, not dangerous but unpleasant...)
Squeeze the fuel line
(requires an aggressive squeeze, and takes about two minutes to stop the motor).
Different ways to start the engine
Now that we’ve covered stopping the motor, let’s start the engine!
There are three different positions that can be used to start the engine. These positions are:
Standing in front of the unit, holding the unit on the ground.
Strapped into the unit, standing on the ground
In flight.
We’ll cover each of these starting options in turn.
-Standing in front of the unit, holding the unit on the ground
WARNING! The method of holding the throttle handle is important in this position.
Hold the throttle handle such that you can easily reach the stop button, but not so that you can
inadvertently squeeze the throttle (do not strap your hand to throttle at this point).
A common accident can happen where you hold the throttle in the same hand that you hold the
motor unit, and if you squeeze the throttle a little, the KOMPRESS of the machine will push the
throttle onto your hand, causing you to squeeze the throttle even more.
Make sure that you CANNOT inadvertently squeeze the throttle handle when starting in this
position.
-Stand in front of the unit, and place your left hand on the top of the central frame tube. Hold the
throttle in your right hand , noting the warning above.
-Pull the START rope until the engine starts.
- Strapped into the unit, standing on the ground
Once you are ready, strapped and standing on the ground, pull with both hands the start handgrip until
engine start.

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- In flight:
One very valuable feature of the “KOMPRESS” series is its ability to be started while in flight.
This feature allows the pilot the freedom to turn-off the engine and glide silently, to enjoy the
exhilaration of thermal soaring, and then when he gets low, re-start the engine pulling the START
rope and climb back up to do it again.
Starting the engine
Now that we’ve covered stopping the motor, let’s start the engine!
Check that the fuel tube is full. If it isn't, use the designated fuel pump to fill it up.
Be careful to not pump more than necessary to avoid engine flooding.
To start the cold engine it's necessary to inject fuel into the cylinder, to do this, squeeze the
pump only once while holding the accelerator completely open until you hear the fuel squirt
from the carburetor into the cylinder.
Tank vent cock
OPEN the fuel tank vent cock in the position “OPEN”
Make sure the tube is filled with mixture of power and no air bubbles
If not, squeeze the fuel pump gently until the tube is full.
Do not use more than necessary to avoid flooding and / or fuel
spillage.
To start a cold engine is necessary to inject a few of fuel into the cylinder.
Spring of the diaphragm on the carburetor.
For to do this, push the spring button for to fuel primer before start the engine.
Allow a certain quantity of fuel to enter the carburetor but not enough to allow it to go out of the
air filter, if this happens, this means that the engine could be flooded and will hesitate to start .
Thus allowing a certain amount of mixture entering the carburetor but not too much to escape the air
filter.
If this happens it means that the engine is flooded and may find it hard to start
The best starting a cold engine is achieved with a little accelerator. When the engine is running, wait
about one minute to warm up and allow the pump to fill the carburetor completely.
When the engine is cold always accelerate very gently, then when the engine is hot the gasoline circuit
will remain under pressure and no longer necessary to operate the valve of the carburetor

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Carburetor Adjusting
Standard carburetor setting
The carburator has two screws for adjustment, one screw marked L
adjusting idle speed and low rpm and one screw marked Hfor high rpm.
In order to make the adjustment, tighten clockwise then unscrew: screw L
from 3/4 (three quarter) turn to one full turn, screw Hfrom 1 1/4 (one and
a quarter) to 1 1/2 (one and a half) turn This adjustment is done for the air
filter Air Box (Kart model), we advise this kind of air filter.
Furthermore, we recommend attaching a small security-cable to the air
filter, to avoid it slipping off and hitting against the propeller.
These adjustments can change based on weather conditions and flight
altitudes.
The ideal mixture is reached when the insulator of the spark plug is
light brown (the color of coffee with milk); if the colour is black, the
mixture is too rich, therefore turn screw Hclockwise 1/8 round per time.
If the spark plug is grey/white, the mixture is lean, therefore turn screw H
and Lcounterclockwise always 1/8 round per time. Remember that if the
mixture is too lean, THE PISTON CAN SEIZE.
You can see better the color of the spark plug by running the engine for 20 seconds at full throttle
and switching it off suddenly without letting it slow down.
Once you have found the perfect mixture do not change it unless you change where you fly or the
conditions you fly in, since the register screws can be damaged by continuous adjustments.
Keep in mind that these setting are extremely sensitive and the total sum of all adjustment you
make to the screw should not exceed ¼ of a turn. Increments of 1/10th of a turn are already
sufficient to change engine performance.
In particular be careful not to run your machine at the “too poor” of a fuel to air-mixture, as this
can result in possible overheating and engine damage due to lack of cylinder lubrification.
Pay much attention to the carburator setting at the maximum since if this mixture is too poor, it can
result in engine damage. No damage is done if the setting is too rich. Therefore, when in doubt, it
is better to have carburation, at the maximum rpm, somewhat more on the rich side.
A verification of carburation can be done after the engine has run 20-30 minutes checking of the
colour of the spark plug electrode. If the electrode is brown the carburation is correct. If is grey, its
poor and if its is black its rich.
Attention: If the carburation should happen to be difficult to adjust by listening to engine runs, this
means that the fuel tube is absorbing air from the pump (in this case is better to change it) or else
from the connections between the tank and the carburator. The air bubbles are easily seen, while
the engine is running they are seen passing through the tube.

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Electric system
Following table shows the Fly 100 ‘s electric connections :

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Electric connections table:
1- 12V. battery
2- Electric starter
3– Main switch
4- Relay
5– Battery charger
6– Handgrip plug
7- Low fuel level float
8– Stator
9- Spark coil

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Engine break-in
The engine run in completed after 8 - 10 hour of normal use.
Use the follow safety advice.
- To regulate rich the carburization of the High screw more than plus1/4 turn (screw H).
– ONLY for Break-in use fuel with oil until at 3 – 3.5 % synthetic oil for return after break-in to
2% at normal use
- Do not stay accelerated totally if not the time tightly necessary.
- Check every times (each 15 - 20 minutes) when the motor is not warm up, the fix of all the
screws.
- Absolutely avoid the run of motor without propeller.
Avoid using the mixture already prepared by the distributor. Moreover, a mixture prepared from a long
time before can loss performance and damage your engine. If is possible, prepare your mixture and
use this in a maximum of two weeks.
Avoid special fuels that increase the octane number.
At this point you can fly your "KOMPRESS" and still have more care to avoid long distances at full
throttle and vary often, as far as possible, the engine revs.
Hang-test in a Simulator
It is imperative that you perform a hang-test in a simulator before the initial flight of the
“KOMPRESS”, and every time you make a harness adjustment thereafter. A simulator can consist of
two ropes tied to a horizontal (and strong) tree limb, two ropes tied to rafters in your garage or
basement, etc.
Once you have made your initial adjustments, strap into the “KOMPRESS” and clip the carabiners
into the simulator. Gently lift your feet and slide into the harness.
Continue to adjust the harness until the following criteria are met:
The ground-handling straps should be loose and comfortable
The ground handling chest strap should be loose (still buckled, but loose)
No part of the harness should hamper free movement of your arms and the throttle cable.
Make sure you can reach your arms up very high with no strain or interference from the harness
The angle of the paramotor in flight (or in simulator) must be approximately 5, and no more than
10, degrees below horizontal