Fly Products MAX 100 User manual

MAX 100 and MAX 130

MAX OWNER’S MANUAL VER .2.0
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0Index
Chapter Description
1.0 INTRODUCTION GENERAL INFORMATION
2.0 UNPACKING AND ASSEMBLING YOUR “MAX”
3.0 PREPARING YOUR FIRST FLIGHT
4.0 FLYING YOUR NEW “MAX”
5.0 OPTIONAL ACCESSORIES
6.0 PACKING YOUR “MAX” FOR TRAVEL
7.0 MAINTENANCE
8.0 TROUBLESHOOTING
9.0 SPECIFICATION AND PERFORMANCE
10.0 MISCELLANEOUS

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1.0 INTRODUCTION AND GENERAL INFORMATION
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.
Please read and be sure you thoroughly understand this Operator’s Manual before starting or flying your
MAX. 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.

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Features of your new "MAX"
MAX 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 Maxis
truly compact. The G24 (Mini 2 Simonini) engine has proven to have an excellent weight-to-thrust ratio
matched with low noise level and efficient fuel consumption.
MAX features
?Easy assembly and disassembly
?Electric Starter
?Power Ignition
?Reduction drive
Dimensions

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2.0 UNPACKING AND ASSEMBLING
“MAX”
Frame assembly
Frame assembly and disassembly is very fast and easy.
The outer frame consists of six parts, and they are held together by the velcro straps.

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For an easy and correct assembly proceed in the following order:
Assembling outer frames
Hold down the lower base frame with a foot
and let the engine’s frame descend into the
four inserts
Base connection

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Mount the cage into the upper supports Upper side connection
Attachthe velcro straps.
Once the frame is properly connected, it is best to immediately attachthe velcro straps
NOTE!When finished, check all velcro straps Attachments.

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Net stretching.
Final operation is the net
stretching and locking. Thread
the stretching string ends as
shown in fig.16, 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.
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.
First engage the harness to the central unit
by hooking the two triangular carabiners to
the eyelets bolts
CAUTION – Close the carabiners immediately
in order to avoid forgetting them
later.
Insert the two distance bars into their frame seats

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Ensure that the harness is attached correctly to the
distance bars and the web straps can freely slide
into their seats
Next, attach the two bottom harness straps 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.

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Seat set-up
Upper harness attachment
Section Ais the connection point for
paramotore, point Binstead serves only to
connect with trike Flash is inadvisable to use it
in paramotore foot lauchoff the distance Cmust
be done with the 30 cm to 33 cm.
Low connections
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.
Depending on the engine, the torque can be to the
left or the right, in the case of engine the torque
is to the right.
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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Fitting of the air box on the Max 100

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Drive
Before installing
the propeller,
make sure that the
reduction (pinion)
is the right one for
your prop
Drive 1:2,4
For wooden prop or
props with a
maximum diameter
of 100 cm
Drive 1:2,6
For carbon fiber
propellers 2 blade or
3 blade.
Prop mounting
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.
The correct torque to use is 1Nm
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.

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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.).
Assembly inspection
It is critical to fully inspect the assembly of the MAX 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
Fuel and Oil
FLY PRODUCTS recommends the use of a premium unleaded automotive gasoline of 92 octane or
higher, and the use of premium synthetic 2-cycle oil. 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 72 hours.
The recommended fuel/oil ratio is 2%. Be sure to thoroughly agitate the mixture to completely dissolve
the oil.
Use only fresh fuel and oil, and use clean containers, funnels, hoses, etc.

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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 thrust,
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
Starting and stopping engine
Stopping the engine
Before of proceed it's better to learn the function of the handgrip:

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Multifunction handgrip
A– STOP” button
B– “START” button
C– Throttle lever
D– Cruise control setup
E– Velcro strap
F– LED light for low fuel indication
(optional)
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 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).
?Close the inlet on the filter intake
Starting the engine
Now that we’ve covered stopping the motor, let’s start the engine!
Lower down the lever of choke.
Pump the mixture through the appropriate manual blower until complete filling of the tank, carburetor

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.
If everything is ready as described in the procedure
preloads, proceed to place the main lever of breakers
security position
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.
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.
Strapped into the unit, standing on the ground
In this position is possible to warm-up the engine meanwhile setup the take off and ceck maximum
power.
-In flight
One very valuable feature of the MAX 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, to start the engine and climb back up to do it
again.
WARNING! It's very important that immediately after landing, or when the equipment is not in use on
the ground, to turn the secure key to the OFF position to avoid an accidental starting of the engine with
unpredictable results!

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Carburetor Adjusting
When purchased,
the paramotor has
a standard carburation.
The screw sets the revs. at idle,
by opening the butterfly valve.
WALBRO WB 37
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 counter clockwise 1turn (turning the screw out in the counter clockwise
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 Hscrew 1 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 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.

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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.
THE WB 37 IS EQUIPED WITH 3 SETING
SCREWS:
1 H for high. Controls the mixture at full load
2 L for low. Controls the mixture in the lower and
medium speed range
3 Controls the idle
Engine Break-In
Break-in of the MAX Engine is required before the first flight.
Proper break-in will provide you with a better running engine, it will also provide for considerably longer
engine life.
During the break-in, gently change RPM from idle to 3/4-throttle and back.
For starting the engine cold, open the air faucet, pump the fuel in the carburator with the hand pump.
Lower the air lever and start the engine, after about 30 seconds raise again the air lever.
Do this keeping the PPG tightly. After warming the engine, check if the minimum level is right,
otherwise regulate the minimum screw on the carburator.
At this point, you can fly the MAX however avoid long durations of full Power, and vary the throttle
setting often.
For heavier pilots that require more Power to fly, it is recommended that 1 hour of non-flying break-in be
completed before flying.
Break-in is complete after 10 liters of fuel have been run through the engine.

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4.0 FLYING YOUR “MAX”
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 pre-flight has been a contributing factor to accidents in all
kinds of aircraft. Equipment damage, bodily injury, even death canoccur due to equipment problems not
caught in a pre-flight inspection.
As the saying goes, “Pre-flight 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 Sting 140” 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.
Pre-Flight Checklist Examples
NOTE! 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