Fly Products FLASH 100 User manual

“FLASH 100”
OWNER'S MANUAL
Released on Spring 2006
© Copyright by FLY
FLY FLY
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
Page Chapter Description
2 0 Index
4 1.0 INTRODUCTION AND GENERAL INFORMATION
4 1.1 Safety first! - Who, Where and When can fly it.
4 1.2 Notation used
4 1.3 Congratulations on your new "“FLASH 100”"
5 1.4 “FLASH 100” features
5 1.5 Diagram of components
6 2.0 UNPACKING AND ASSEMBLING YOUR "“FLASH 100”"
6 2.1 Frame assembly
8 2.2 Harness mounting
10 2.3 Prop mounting
11 2.4 Spark plug
11 2.5 Assembly inspection
11 3.0 PREPARING YOUR FIRST FLIGHT
11 3.1 Fuel and oil
12 3.2 Before starting the engine
12 3.3 Starting and stopping the engine
12 3.3.1 Stopping the engine
12 3.3.2 Starting the engine
13 3.4 Fuel system
14 3.4.1 Carburetor adjusting
15 3.5 Engine break-in
15 3.5.1 Coolant
15 3.6 Harness adjusting
16 3.6.1 Ground handling straps
16 3.6.2 Flight straps
17 3.6.3 Hang test in a simulator
17 4.0 FLYING YOUR "“FLASH 100”"
17 4.1 Pre-flight inspection
17 4.2 Pre-flight checklist examples
20 4.3 Flight under special conditions
20 4.4 Dangerous situation
21 5.0 OPTIONAL ACCESSORIES
21 5.1 Tool kit
22 5.2 Reserve Parachute
22 5.3 Speed Bar
23 6.0 PACKING YOUR "“FLASH 100”" FOR TRAVEL
23 6.1 Disassembling for local travel
23 6.2 Disassembling and packing for long-distance travel
23 6.2.1 Fuel tank drain
23 6.2.2 Draining all fuel
23 6.2.3 Removing the harness
23 6.2.4 Cage disassembly

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INDEX
Page Chapter Description
24 7.0 MAINTENANCE
25 7.1 Regular checks obligation
25 7.2 Maintenance overview
27 7.3 Cleaning
27 7.4 Prop care
27 7.5 Spark plug
27 7.6 Repairs
27 7.8 Long term storage
28 7.9 Paraglider
28 7.10 Paraglider inspections
29 8.0 TROUBLESHOOTING
29 8.1 Diagnosing and starting a flooded engine
29 8.2 Troubleshooting chart
30 9.0 SPECIFICATION AND PERFORMANCE
30 9.1 Specification and performance summary chart
31 10.0 MISCELLANEOUS
31 10.1 Warranty
31 102 Internet info and upgrades

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Congratulations and welcome to the exciting world of FLY PRODUCTS. We are one of the most
experienced and reliable PPG manufactures in the world. Our network of distribution centers
worldwide continues to grow due to our commitment to provide state of the art materials matched
with exceptional craftsmanship in every unit we produce.
1.1 Safety first, WWW! (Who, Where and When can fly it)
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 before fly with this PPG you must receive proper training from qualified
instructors and obtain a valid PPG license, an then offer PPG the respect all aviation deserves, respect
weather and conditions, and realize that in the end, it is the pilot himself that is fully responsible for his
own safety and the safety of fellow pilots and bystanders.
Depending on every national regulations, the PPG may only be operated in authorized areas and flights
within controlled airspace usually needs a permission given by radio.
Additional requirements like a valid insurance must be fulfilled.
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 “FLASH 100” It contains information critical to the safe operation of the Powered Para Glider.
1.2 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.
1.3 Congratulations on your new “FLASH 100”
The “FLASH 100” 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 The “FLASH 100” is truly compact.
1.0 INTRODUCTION AND GENERAL INFORMATION

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The Sky 100 engine has proven to have an excellent weight-to-thrust ratio matched with low noise
level and efficient fuel consumption.
1.4 “FLASH 100” features
•
••
•Easy assembly and disassembly
•
••
•Manual Starter
•
••
•Mechanic reduction drive
•
••
•WATER cooling
•
••
•Tuned Pipe
•
••
•Extremely quiet
•
••
•In-flight manual restarting possibility
•
••
•Very good fuel economy and duration.
1.5 Diagram of Components
Fig. 1 - Rear View of unit
1 – External cage
2 – Radiator
3 – Silenced air filter
4 – Muffler/tuned pipe
5 – Fuel Tank
6 – External base frame
Fig. 2 – Side view:
1 – Manual pull starter
2 – Distance bar
3 – Harness
4 – Fuel pump

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2.0
UNPACKING AND ASSEMBLING
“FLASH 100”
2.1 Frame Assembly
Step 1 : Assembling outer frames
Fig. 3 supports Fig.4– starter pulley section Fig. 5 – Tube supports mounting
Tube supports (fig.3) are in pairs in two different lengths.
Prepare the “A” tube supports into the start pulley support before connect them into their seats.
Mount the external cage supports as shown in fig.5.
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 as in fig. 6.
Fig. 6 – Mount the cage into the upper supports Fig. 7 – upper side connection

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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.
Fig. 8 – Attach the upper Fig. 9 – Attach the sides Fig. 10 – 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.
Fig. 11 – Lower noose loop
This completes the assembly of the external cage.

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2.2 Harness mounting
The harness mounts to the central frame with six attachment points.
They are: the top harness triangular carabiners, the ground handling straps, and the distance bars.
Fig. 12 – upper hooks harness attachment
Step 1:
First engage the harness to the central unit by
hooking the two triangular carabiners to the
eyelets bolts as shown in fig. 12.
CAUTION
Close the carabiners immediately in order to
avoid forgetting them later.
Step 2:
insert the two distance bars into their frame seats
as shown in Fig. 13
Fig. 13 – distance bar attachment to the central
frame
Fig. 14 – front harness webbing attachment
Step 3:
Ensure that the harness is attached correctly to
the distance bars and the web straps can freely
slide into their seats as shown in fig 14.

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Fig. 15 - Lower harness attachment
Fig. 16 – Coupler close-up
Step 4: Next, attach the two bottom harness straps as shown in Fig. 15 - 16.
Fasten these belts securely as shown in close up detail.
Do this for the left and right sides.
Leave these straps at their loosest setting for now, we’ll adjust them later
Fig. 17 – Upper harness attachment
Fig. 18 – Seat set-up
The harness has 2 attach position, use the “A” position for paramotor use and “B” for trike operation.
As shown in fig. 17, the “C” distance can be regulated from 28 to 32 cm.
You can also regulate the harness-seat keeping closed or opened the seat zipper as shown in fig. 18.
This completes the harness mounting. Double check your work to ensure that everything is OK

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MENTION ON DISTANCE BARS
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.
Fig. 19 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.
2.3 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 in fig. 20.
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.
Fig.20 – mounting the prop,
the red arrow indicate the
direction of propeller rotation

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2.4 Spark plug
Set the spark plug gap to 0.025” (0.635mm). Install the spark plug and torque to specifications (120-
inch lbs. or 10 ft-lbs.).
2.5 Assembly inspection
It is critical to fully inspect the assembly of the “FLASH 100” 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.
3.0
PREPARING FOR YOUR FIRST FLIGHT
3.1 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

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3.2 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
thrust, and can suck things into it from a surprising distance.
3.3 Starting and stopping engine
3.3.1 Stopping the engine
Before of proceed it's better to learn the function of the handgrip:
A– STOP” button
C– Throttle lever
D– Cruise control setup
E– Velcro strap
Fig. 21 – Multifunction handgrip
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.
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).
3.3.2 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.

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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.
OPEN the fuel
tank vent cock
in this position:
Fig. 22 – Fuel primer push
diaphragm
Push the carburetor diaphragm while pump the fuel as
in fig. 22 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 .
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 thrust 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 handgrip in the same left hand
-Grasp the manual start grip with the other hand and pull it until the engine starts. The engine should
start after a few propeller turns.
3.4 The fuel system
The fuel system consists of the fuel tank, lines, manual pump, and carburator.
When starting engine cold, the carburator must be primed, this is simply done by pressing the
diaphragm of the carburator while squeezing the hand pump.
This forces fuel to travel from the tank to the carburator float chamber.
As soon as you hear the fuel reach the carburator stop squeezing the pump so as not to flood the
system.

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Fuel
Use super gasoline and synthetic oil at 2%
Avoid of use mixture already prepared from the distributor. A mixture prepared from much time could
reduce performances and damage your motor. If possible prepare mixture yourself and use it until a
couple of weeks.
We suggest to avoid fuel v-power or fuel that improve the number of octane.
3.4.1 Carburetor Adjusting
Standard carburetor setting
When purchased, the motor has a standard carburetor setting and testing.
To modify, this one must adjust the two screws of the carburetor. The
screw on the right marked with a L(low) regulates the entrance of fuel at
the low speed (the range of the accelerator from zero to half).
The screw on the left marked H(high) regulates the air fuel mix higher
speeds.
It is extremely important to both maximum engine efficiency and engine
life, to understand and keep in tune your carburetor setting.
There are two fuel to air carb setting which function in the following
manner:
Lscrew adjust: rotate (clockwise until completely closed).
Now carefully open the screw counterclockwise between 1/3 and 1/2 turn (
turning the screw out in the counterclockwise direction enrich the mix/fuel
to air ratio). This is the standard factory setting for L.
With the H(meaning High rpm) screw follow the same procedure and
turn it clockwise until full closed.
Now paying close-attention, open the H screw between 1 and 1 +1/4 turn to arrive at the standard
factory setting.
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 lubrication.
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.
Fig. 23 – H/ L
screws settings

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3.5 Engine break-in
The engine run in completed after 8 - 10 hour of normal use, use the follow safety advice.
A- To regulate rich the carburization of the High screw at 1+1/4 turn (screw H).
B– ONLY for break-in time, use fuel with oil until at 3 – 3.5 % of synthetic oil.
(after break-in, for a normal use the oil in the mixture never go down under 2% !)
C- You not stay accelerated totally if not the time tightly necessary.
D- You check every times (each 15 - 20 minutes) when the motor is not warm up, the fix of all the
screws.
E- You avoid the run of motor without propeller.
3.5.1. Coolant
Frequently Check the coolant, the cooler liquid amount have to be:
- About 600 ML in the radiator
- About 100 ML in the small recovery tank
When you need to restore the coolant level, always pour the liquid inside the
radiator and not in the small recovery tank
CAUTION: Check the liquid in the radiator at least after 6-8 hours of flight
3.6 Harness Adjustment.
The harness consists of two separate strapping systems, one used to comfortably support the
paramotor assembly unit on the pilot’s back while on the ground, and the other is used to support
the paramotor and pilot while flying. This system also correctly aligns the thrust angle of the prop.
Fig. 24 - Front and Side views of ground handling straps (GREEN)and the flight straps(RED)

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The two systems have separate purposes, and are adjusted separately
3.6.1 Ground Handling Straps
The ground handling straps as shown above are best adjusted standing on the ground, with the
“FLASH 100” on the pilot’s back.
The purpose of the shoulder straps and shoulder pads is to carry the weight of the “FLASH 100” while
on the ground.
The purpose of the ground handling chest strap is to keep the shoulder pads from sliding off the pilot’s
shoulders when ground handling.
The adjustment procedure for the ground handling straps is as follows:
•Strap into the paramotor and stand up.
•Adjust the Shoulder Straps until the shoulder pads are carrying the weight of the paramotor.
•Attach snug the ground handling chest strap .
•Adjust the thigh straps, the tightness of the thigh straps will determine how easily you can slide into
the seat after takeoff , allowing the width of your hand between the strap and your leg is generally a good
setting.
The ground handling straps are adjusted correctly if:
•The weight of the paramotor is on the shoulder pads
•The shoulder pads/straps won’t fall off the shoulders
•The seat can be moved out from under the buttocks easily
•You can slide easily in and out the seat
•You can run easily and the seat and thigh straps don’t interfere with your ability to run.
3.6.2 Flight Straps
The purpose of each flight strap ( in fig. 25. are shown in red )
is as follows:
•Length “B” determines the carabiner height.
Higher accommodates larger pilots.
Lower accommodates smaller pilots and provides more weight shift
capability. This length has a variable adjustment locations.
•Length “C” is adjusted by buckle, and it sets the thrust angle.
Adjust it so the thrust angle is five to ten degrees below horizontal.
This must be done in a simulator.
See “Hang Test in a Simulator” below.
•Length "D", is used to adjust the back of pilot's distance from the
PPG.
•Proceed to final adjusting of the harness in the simulator..
Fig. 25 Set-up of flight straps
3.6.3 Hang-test in a Simulator

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It is imperative that you perform a hang-test in a simulator before the initial flight of the “FLASH 100”,
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 “FLASH 100” 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
4.0 FLYING YOUR “FLASH 100”
4.1 Pre-flight Inspection
Before your first flight, and before every flight, it is absolutely essential to perform a pre-flight
inspection on your aircraft.
WARNING! Failure to perform a sufficient preflight has been a contributing factor to accidents in all
kinds of aircraft. Equipment damage, bodily injury, even death can occur due to equipment problems not
caught in a preflight inspection.
As the saying goes, “Preflight as if your life depends on it, because it does!”
The essential items to check are:
•PARAGLIDER – this PPG was homologated with the SWING “Powerplay Sting140” model
which has a 29,5 m² surface, check the lines and canopy integrity.
•ENGINE – check everything is ok , the silent-block integrity and gasoline mixture level.
•PROPELLER – blades integrity, bolts clamping.
•RECOVERY SYSTEM (if there is) – ready and safety catch off.
•CAGE ASSEMBLY – check all the Velcro straps and all blockings.
NOTE! Example of pre-flight checklists can be found at the end of this manual.
It is highly recommended that you use one of the examples, or create your own, print it out, laminate it,
and use it whenever you fly.
Also note that these Checklists are examples only, FLY PRODUCTS is not responsible for their use or
for their completeness.
4.2 Pre-Flight Checklist Examples
The following checklists are provided only as EXAMPLES.
It is recommended to produce one tailored to your own needs, print it and laminate it, and carry it with
you.
Pre-Flight Checklist Example 1

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Site/Conditions
•Current weather
•Long-range (next few hours) forecast
•Winds aloft
•Takeoff/landing direction
•Obstructions (especially Power lines)
Wing
•Lay wing out into wind19
•Lines straight and clear
•Riser/Line condition
•Quick-links tight (hand tighten only)
•Correct brake length
Paramotor and/or Harness
•Tank vent open
•Webbing and straps for stress
•Prop Guard for alignment/stress/wear
•All fasteners tight
•Carabiners condition
•Radio secured
•Sufficient fuel
Strap In, Hook Up
•Buckles secure
•Chest strap tight
•Harness adjusted properly
•Reserve parachute attachment
•Reserve parachute deployment pin
•Reserve parachute handle in sight - Deploy in 3 sec., rehearse procedure
•Risers hooked up correctly
•Carabiners locked
•Nothing loose to get in prop
•Radio for volume, clearness
•Helmet on, tight, fastened
•Tuck in hood on hooded sweatshirt
Startup and Launch
•Brake lines/risers held correctly, no tangles
•Kickbar tucked out of way
•Engine run-up to correct RPM
•Kill switch working (briefly push)
•Look UP during run!
Pre-Flight Checklist Example 2

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ENGINE PRE-START
1) CAGE SECURE
2) CAGE MESH OK
3) GAS AMOUNT AND QUALITY OK
4) GAS CAP ON AND SECURE
5) TANK VENT OPEN
6) THROTTLE CABLE FREE AND FULL
7) PROP NUTS TIGHT
8) PROP CONDITION
9) SHAKE TEST MUFFLER
10) SHAKE TEST CARBURETOR
11) FUEL LINES OPEN NO KINKS
PRE-FLIGHT
1) WEATHER TREND CHECK
2) POCKET CHECK (NO LOOSE OBJECTS)
3) SPEEDBAR QUICK LINKS AND PULLEYS OK
4) HARNESS POCKETS ZIPPED CLOSED
5) PARAMOTOR/HARNESS CONNECTS SECURE
6) EARPLUGS IN
7) HELMET ON AND SECURE
8) RISERS/BRAKES/LINES FREE AND CORRECT
9) 3 HARNESS BUCKLES GOOD
10) LEG STRAPS TIGHT
11) SPEED SYSTEM SLACK AND CLEAR
12) SET UP ALTIMETER AND GPS
13) CHECK RESERVE PARACHUTE PINS
14) PRIME CARBURETOR
RUN-UP
1) ENGINE SECURE
2) CHECK THROTTLE CABLE FREE
3) CLEAR PROP! START
4) CHECK CUT OFF
5) FULL MAX CHECK, VIBRATION OK
6) IDLE CHECK
7) WARM UP AND KILL
TAKEOFF
1) LINES/BRAKES TAUT AND CORRECT
2) WING ORIENTATION TO WIND
3) START
4) THROTTLE CUT-OFF CHECK
5) FULL POWER CHECK, IDLE OK
6) WIND, CHECK FOR CHANGE
7) CHECK TRAFFIC
8) CLEAR
4.3 Flights under special conditions

“FLASH 100” OWNER’S MANUAL REL . 2.0
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© Copyright by
FLY Products s.r.l. Page 20
Even though you must know these information learned in your license-flight , we wont remember you
some important flight information:
RAIN:
In principle no flights under rainy conditions should become necessary. Anyway, every pilot may get
into unforeseeable worse weather conditions. And so if the rain is only very light, the flight may be
continued for a certain time, but the wet canopy will get heavier. Therefore flight speed will increase,
causing a higher stall speed as well.
With a wet wing fly carefully, avoid sudden manoeuvres and don't be excessively slow when landing.
If the rain gets stronger land! No flights in strong rain!
WIND:
If under strong wind conditions land immediately and once touch down turn quickly to control the wing
with the “B” elevators avoiding to be dragged away.
FLIGHTS IN SNOWY CONDITIONS:
They are not permitted at all. In case it starts to snow during flight land soon as possible!
EXTREME TEMPERATURES:
Remember that flight parameters changes in different temperature levels.
At high temperatures the required power and the required flight speed increases, so that the take off
distance gets longer than in winter. This is similar to flights in high altitudes.
4.4 Dangerous situation
Extreme flying with a PPG and full gas are extremely dangerous and therefore cannot be tested. They
must be avoided at all costs. Problems do not arise during a normal flight. However, pilot error during
the flight or extreme wind conditions may force the wing into an unusual flying position. This may
require the pilot to make corrections during flight to which he may not be used to.
In this section we explain how to correct extreme situations if they do arise. The manoeuvres described
below are based on the legal -take-off weight as described in the technical data section.
These instructions do not replace safety training or specialised literature. We recommend that you
undertake special safety training which will prepare you for extreme situations.
Always keep within the recommended limits. Do not perform aerobatics or extreme flying manoeuvres.
FRONT STALL
Strong turbulence can cause part or all of the leading edge of the glider to fold or tuck under.
Normally the “Powerplay sting 140” wing will immediately recover into its normal flight position.
- Recovery
If the wing not immediately recover from a frontal tuck, brake quickly and strongly with both steering-
lines (brake lines) to re-inflate the glider.
Any weather condition which causes a front stall is dangerous. If you get into such weather land as soon
as possible and do not continue before the weather got quieter!
FULL STALL