Berts manual.
Introduction, Safety Instructions
Congratulations on the purchase of your Air Conception Ultra 130 for motorized paragliding. We are glad to welcome you into the ever-growing group of our satisfied users. We guarantee you have made an excellent choice and wish you many enjoyable flights and as many safe landings.
Powered paragliding may be extremely dangerous in certain conditions. Any paragliding accident may lead to serious injury or even death. Do not paraglide in strong weather conditions.
At all times have one or two safe landing areas in sight – should you experience an engine failure or a loss of power.
Do not fly low over water, woodland, or potentially hazardous landing areas. Do not fly into controlled airspace or over built up areas which do not offer a safe landing area in case of engine failure, fuel outage, or other unforeseen circumstances.
Powered paragliding requires special training and may require a license depending on country-specific regulations. Flying a powered paraglider without the necessary license is prohibited by law.
Be aware that every country has its own air traffic regulations. The user is advised to learn about the relevant restrictions and stay off restricted areas. In certain countries, paragliding is only allowed in certain designated areas and requires radio communication.
The Air Conception Ultra 130 paramotor is designed solely for recreational use. It is not suitable for use in any aerial sport competitions, aerobatics, or commercial purposes.
The manufacturer or distributor assumes no responsibility for any financial loss or injury resulting from accidents, service time, and unauthorized modifications of the product. Any modifications made outside of the range of adjustment invalidate any and all claims under the warranty. Bear in mind that such unauthorized modifications may result in malfunction or permanent damage to the paramotor, and may be the cause of severe injuries, including death, of the pilot or other persons. The pilot is bound to observe all indications contained within this manual.
Assembling your Paramotor:
Your Air Conception Ultra 130 Paramotor contains the following:
Titanium Airframe with engine, harness and tank
Cage parts – 4pc Titanium curved rim with attached netting
Cage parts – 2pc bottom connectors
Cage parts – 3pc Velcro connectors
Propeller – 2 pc carbon fiber Helix
Set of 4 propeller bolts and retaining disc
Charger with 12V and 110v power supply
2pc LiPo 12V (4S) starter batteries
Propeller serial number can be found on the side of propeller hub.
Engine serial number is stamped on the crankcase.
prop boltsPropeller installation
The propeller is fitted with four M6 bolts and a backing plate. The set of bolts can be found in the pocket on the side of the harness or the carrying case if ordered with unit.
The 4 bolts should be screwed in by hand until all bolts are treated in most of the way before using torque wrench.
Propeller bolts should be installed using Loctite 270 thread-locker.
Tighten to 10 Nm – be sure to use a torque wrench, its easy to over-tighten and damage the prop.
In the event of a crash or hard landing remember to replace the bolts.
A word on Propeller tracking...
The cage assemble takes only a few minutes and should be done in the following sequence:
Sort carbon fiber rods by length
Insert the longest on top
Insert the second longest on bottom
Insert the shortest rods in the middle.
If hand/dual start, the rod over left shoulder gets the starter pulley installed
Sort the 4 curved cage titanium pieces with netting rivets facing forward
Insert the top 2 into carbon fiber rods first and work your way down on sides
Push together the curved pieces and secure with 3 supplied Velcro’s on top and sides
Insert the 2 supplied bottom connectors to secure cage to air-frame
Loop netting cord through opposite side and secure to spring
Install starter pulley facing forward
Harness adjustmentsHarness
The Harness needs to be adjusted for comfort, correct back-angle and weight-shift ability.
Basic setup – weight shift harness:
Setting the proper hang-angle (angle of thrust vector): the desired backrest angle should be around 5° when standing upright or hanging from a simulator.
The Carabiners can be placed symmetrically and at right angles to the position of the cage or one side slightly shifted forward by about 3/4″ to compensate for torque or motor.
The front leg-board should be lose on take-off and tightened after takeoff. The front section of the seat is responsible for weight shift input
Warning!: Incorrect adjusting of the harness may lead to problems while launching and may potentially cause serious injury.
Fuel, Oil – mixing
The two-stroke/2 cycle Air Conception Ultra 130 engine requires a gas-oil mix. Mix gas and oil at a ratio of 40:1 (3.2OZ or 95ml oil for every US-gallon of gas) for normal operation. A 33:1 ratio is recommended for breaking-in a new motor for the first 5 gallon of gas or more.
only use 93 or more octane gas from reliable/quality gas stations, do not use AVGAS.
Most gas stations have a 10% Ethanol mix, this slowly wears down plastic parts so if you can find it without ethanol (MOGAS) on some airports, go for that.
Use a dedicated canister for mixing and storing the fuel.
Only mix enough oil/gas that you will use as mixed gas cannot be used if mixed 4 weeks or longer.
Always remember to shake the canister well to mix oil, pour in oil first then top off with gas.
I use a 5 gallon can for fresh/unmixed fuel and a small 1 gallon to mix and pour mixed fuel into tank.
Do not mix fuel in the paramotor fuel tank.
Only use synthetic oils which are suitable for use in two-stroke engines.
Minimum recommended JASO FD, ISO-L-EGD, API TC+
I currently use Castrol-Power-RS-TTS-2-Stroke
Another great oil for PPG is AMSOIL Professional Use the best money can buy, a seized engine is an expensive repair.
Find out about types of oil available in your area. Try to stick to one grade of oil for best performance. The Air Conception Ultra 130 engine is not suited for use with mineral oils.
Always make sure to clean the funnel before and after use to prevent polluting the fuel with dust and small pieces of debris.
It is recommended to always filter the fuel before filling the paramotor tank to prevent engine malfunction.
Warning!...
Starting the motor (first time)
Starting safely
You can also use a Velcro to secure prop during warm-up
Always check the throttle for full movement and return to idle before starting the engine! – Always. A stuck open throttle is the main cause of PPG injuries. The turning propeller blade can cause considerable damage and injury to the pilot or bystanders.
Secure the throttle every time before starting the engine. Make sure that the throttle cable is not tangled or jammed and the throttle valve is not open. Keep the throttle well within your reach at all times to kill the engine immediately should things go awry.
To ensure safety, only start the engine on level ground and avoid tall grass. Do not start the engine in places where pieces of flying debris could damage the propeller.
Be sure to hold unit at top titanium rail right behind the center of the motor (not on any cage parts as those will collapse under load and puts your hands through the prop)
Do not turn the engine to high rpm when placed on the ground or you may lose control of the engine. Only perform high rpm tests while wearing the harness, and with the paramotor on your back.
Hold the throttle so you are always ready to activate kill switch if need be.
To start the engine:
Briefly blow into the tank-breather tube to prime the carburetor (only if engine has been sitting for more than a day without running, otherwise you may flood it)
Engage choke lever on carburetor (if engine has cooled off for more than 1 hour)
Give it a few quick pulls or electric start bursts. The engine should will run for half a second.
Disengage the choke by activating throttle once.
Hold throttle about 1/4 down and restart, the engine should run and idle at around 2200rpm.
Do not start the engine without propeller attached as it will damage or destroy the engine almost immediately. Using propellers not designed for your Ultra 130 may lead to engine damage. Typically, propellers that are too heavy tend to cause engine overheating, whereas propellers which are too light may seize the engine. Seizing of the engine is not included in warranty.
Motor not starting troubleshooting:
Carburetor flooding – too much fuel pumped into the carburetor.
Symptoms: Engine starts for a short moment and then shuts down. Every subsequent attempt usually causes the engine to run a while longer. To solve the problem, open the throttle valve (hit the throttle), or wait for some of the fuel to evaporate.
Inadequate amount of fuel
Symptoms: – Engine does not start at all. To solve the problem, add some more fuel to the throttle valve (using the pump). It may also help to rapidly press the throttle while starting the engine.
Notes:
Do not pump fuel into the carburetor while the engine is still hot as it may damage the spark plug.
Before you start the engine for the first time, gently pull the starter cable to its full length and try to memorize its position. Avoid stretching the cable to its full length while actually starting the engine (30-40cm is enough).
Stopping the engine.
To stop the engine, press the throttle button and hold it down until the engine switches off completely. Releasing the button prematurely will cause the engine to start again.
Engine break-in procedure
Breaking-in with engine on the ground
Every new Air Conception Ultra 130 engine is fully tested prior to customer release. However, as membrane carburetors are susceptible to changes in humidity and pressure, you might need to adjust rotation speed of the engine idle speed.
It is recommended to run-in the engine on the ground before your first flight. Perform a cold engine start and maintain it on fast idle speed for the next five minutes. Increase the engine speed to approx. 5000 – 6000 rpm and keep it so for another five minutes. After that, leave the engine running on idle speed for five more minutes and then turn it off. Once the engine cools down (around 5-10 minutes), repeat the entire sequence two more times. Remember to allow the engine enough time to cool down before each start.
Alternately you can:
Run your engine at varying speeds for 2 minutes, cool of 2 minutes
Run your engine at varying speeds for 5 minutes, cool of 5 minutes
Run your engine at varying speeds for 10 minutes, cool of 10 minutes, repeat 2-3 times
While the engine cools down, check if all the threaded connections and the exhaust system is intact. Pay close attention to vibrations, sounds, etc. Don’t run your engine if anything feels off.
Breaking-in the motor on your first flights
Warning: Using poor quality fuel is the primary cause of engine wearing down. It may lead to overheating of the carburetor and cause irreversible damage to the engine. Remember to only use good quality fuel to ensure longevity and proper function of the engine. All damage caused by improper handling of the machine are not part of the warranty!
Conduct the first few flights with the engine running only on idle or low speed. It is not recommended to fly at higher altitudes. When necessary, run the engine on high speed only for short periods of time and allow it cool down in level flight. Avoid spurring the engine for more than 30 seconds, and allow it to cool down for at least 60 seconds after each spur.
After every landing, shut off the engine and check the spark plug after conducting the test flight. See next chapter for adjustments and spark plug readings.
The test flight should not go on for longer than twenty minutes. Remember to check the spark plug after landing. Running the engine on idle speed is not enough to properly evaluate the condition of the spark plug. Be sure to run the engine on mid and higher speed for a few minutes during test flight.
During the engine run-in period, a greasy, blackened spark plug is a welcome sign. While very rich fuel results in lower overall performance, it extends the longevity of the engine.
The spark plug ‘test’ is the only way to evaluate proper engine function.
Spark plug examples
Using the engine responsibly during the run-in period ensures its reliable and long-lasting functionality. While foregoing all of the above-mentioned procedures may not necessarily damage your engine, they are the best way to keep the engine operational for as long as possible.
The full run-in period of the V-120/V-125 engines takes about 10 hrs. of flight. (1 to 2 quarts of oil)
Installing tachometer (RPM gauge) is highly recommended.
Pre-flight check and adjustments
Perform pre-flight check before each flight – your life depends on it!
Never start the engine without installing the propeller cage!
Never leave your paramotor on the ground unattended, be mindful where you place the throttle
Checklist – Before take off:
Check if the cage is fastened tightly
Make sure that throttle functions properly and springs to closed position
Check if the propeller bolts. Look for cracks on propeller blades.
Check the condition of your harness, straps, carabiners, parachute and its release pins.
Check if all bolts and screws are in place.
Check the welding (especially where the engine is fixed), as well as the anti-vibe rubber bands.
Make sure there are no cables, straps, or other elements (clothing) which could be sucked in by the propeller.
Make sure the area behind and in front of you is clear of people, animals, objects than can get sucked in.
Checklist
Any whooshing or whistling sounds may indicate propeller damage.
All screw and bolt shafts in the Air Conception Ultra 130 engine are fitted with the Locite 270 threading glue. Due to high temperatures in the exhaust system, the two bolts fitted in the exhaust manifold are especially prone to wearing down. Be sure to examine them regularly.
One of the most dangerous and unforeseeable problems with a paramotor involves parts of the exhaust system breaking off during flight. These parts usually then damage the propeller causing an immediate loss of thrust. Be prepared for an immediate emergency landing. Be on a lookout for sudden shifts in engine sound (it usually gets much louder and starts to vibrate) as it may indicate a broken exhaust system.
Warning!: Never test maximum engine thrust with the engine placed on the ground, do it only with the engine on your back. This is much safer and your prop will not get damaged by sucked in debris.
Do not attempt to take off with only a small amount of fuel in the tank. This may cause air to block the fuel valve, which could lead to a sudden engine failure.
The Ultra 130cc has a small thermal capacity, which means that they heat up quickly. After priming the carburetor and starting the engine on the ground, it usually takes less than one minute to ‘warm up’ the engine and prepare it for flight. It is then recommended to start up the engine on your back, and put it on high speed while leaning forward for about 20 seconds. This will allow to expel air from fuel cables and will heat up the engine to optimal temperature.
It might be a good idea to conduct a thorough examination of the engine in-between flights, and not immediately before take off. This way you will avoid having to work under time constraints.
Basic carburetor adjustments
Carburetor adjustment screws
Every Air Conception Ultra 130 engine is fully tested before release, and its carburetor is set to default factory settings.
The default settings for the Ultra 130 engines are:
L screw set 1 turn clockwise from full close
H screw set 1¼ turn clockwise from full close
If the carburetor operates correctly, you may only need to adjust the idle speed, which may change due to barometric pressure. Adjust the idle adjust screw to stabilize idle rpm at 2100.
It is typical to see the engine ‘stutter’ or work irregularly after the first 3-5 hours of use. This can be alleviated by adjusting the L-screw to 1/16 (22°) turns in either direction. Check the engine behavior when switching into high speed. Further adjustments should be performed as needed. It is recommended to perform a test flight with spark plug checking after any adjustments.
During the run-in period, avoid tweaking the H-screw settings even if spark control indicates too rich fuel.
Carburetors with membrane filters tend to be susceptible to changes in barometric pressure, which may cause the engine’s performance to vary on a day-by-day basis. Consider changes in atmospheric pressure caused by weather and location before making any adjustments.
Perform carburetor adjustments only when the engine is at operation temperature.
Tuning engine idle speed
Tuning the engine idle speed is by far the most common adjustment procedure. If you encounter difficulties with starting the engine, or notice it works unstably (the engine shuts down by itself), it is then time to adjust to tweak the idle settings. On most occasions, it should be enough to adjust the position of the idle adjust screw (see picture).
The carburetor is equipped with three screws which determine its settings: Idle adjust screw, low jet screw (L), and high jet T-screw (H).
Basic adjustments
To properly perform the spark plug combustion analysis, turn off the engine only right after running on high or mid-range speed, and not while idling for some time. Do not attempt to start the engine when the H-screw is open by less than 3/4 turns as it may cause damage to the engine.
Symptoms of too ‘rich’ fuel mixture:
Fuel consumption much higher than it should be (avg = 1.6 gal or 6 liter / hr.)
Greasy, blackened spark plug after normal flight
Engine vibration gets stronger at higher rpm, but engine does not reach the higher rpm.
Solution to fix too rich mixtures:
Turn the L-screw (clockwise) by 1/16 turns. Check the spark plug again after 15 minutes of flight. Or perform a full (advanced) carburetor adjustment
Symptoms of too ‘lean’ fuel mixture:
Dry, silver or gray colored spark plug after normal flight
Engine reaches higher rpm than normal RPM (9400 to 9500rpm is normal)
Engine reaches normal rpm during ground tests, but the value drops after 10-15 seconds (indicates overheating)
Engine emits a steam-like or rattling noise when running on full throttle (indicates overheating)
Solution to fix too lean fuel mixtures:
Turn the H-screw counter-clockwise by 1/8 turns. Check the spark plug after 15 minutes of flight. Or perform a full (advanced) carburetor adjustment
Note: All subsequent instructions should be carried out in a place where the engine can be safely mounted and ran. (ideally in a workshop or a test station). Do not attempt to regulate the carburetor in poorly ventilated places, on the ground, or next to walls or other people and objects.
Advanced H-screw adjustment
Run up the motor to regular operating temperature (2-3 minutes).
Bring it up to maximum speed (full throttle). (never longer than 10 seconds)
Using a tachometer, find the H-screw position which allows for the highest possible RPM. To do this, keep turning the H-screw gently (by 1/16 turns at a time) in about 90° range from factory setting.
Memorize the best position, and open the H screw by a tiny turn (the RPM should drop about 100-150). This setting will keep the engine from overheating.
Finish by performing the spark plug test after 15 minutes of flight.
Advanced L-screw adjustment
Adjust the low jet screw (L) by one turn from being fully closed. Using the rev-counter try to adjust the screw to stabilize idle rpm at 2000-2200 rpm.
Symptoms of too ‘rich’ fuel mixture:
After a cold engine start, the engine gradually loses thrust as it heats up, and switches off eventually.
Opening the throttle prior to shutdown releases smoke. Engine seems sluggish.
Engine will not stabilize on low rpm, and will gradually lose rotation speed until it shuts down by itself.
Difficulties starting a heated engine. Engine start much more easily with open throttle.
Engine will not start with throttle closed.
Solution:
If any of the above should occur, close the L-screw by 1/8 – 1/16 turns, and use the idle adjust screw to tune the idle speed.
Symptoms of too ‘lean’ fuel mixture:
When not heated, the engine does not stabilize on low speed, or shuts down completely.
Engine works unstably when on idle speed.
Engine vibrates strongly, works irregularly (‘stutters’).
Cold engine shuts down quickly and requires priming before starting again.
Solution:
If any of the above should occur, open the L-screw by 1/8 – 1/16 turns, and use the idle adjust screw to tune the idle speed.
Opening the L-jet screw will automatically decrease the rpm of idle speed. Always adjust the idle adjust screw afterwards.
Note: Always measure and adjust the H-screw setting after adjusting the L-screw setting.
Service Schedule
service
After the first 5 hours:
Check the fitting of all screws and bolts.
Check rubber engine mounts (torque 12 nm)
Cylinder head bolts (torque 12 nm)
Check the spark plug (torque 18 nm)
Check Prop bolts (torque 10 nm)
Carburetor fuel filter, interior screen (clean with denatured alcohol)
After the first 10 hours:
Replace gear lubricant, check magnet for collected metal abrasion
Repeat all the procedures of the 5-hour check.
Every 25 hours:
Check and reset spark plug gap
Check Netting for damage, tightness
Propeller inspection, balancing
Muffler springs and hardware, check and replace if necessary
Every 50 hours or once a year:
Replace carburetor membrane kit (YouTube instructions by Tillotson) (check pop-off pressure)
Replace spark plug
Replace starter cable
Replace silencer damper
Replace fuel filter
Replace gear grease
Replace or remove and wash the air filter
Check Reed valves
Check and clean clutch bell/shoes
Check and cleaning and/or decarbonizing of the head and piston
Check piston ring seal (compression test)
Every 100 hours:
Repeat previous instructions. Additionally:
Remove carbon residue from clutch and exhaust manifold
Replace piston rings
Replace piston
Check/replace exhaust and engine rubber-mounts
Replace manual fuel pump
Replace crankshaft bearing
Replace crankshaft seals
Replace gear bearing
Check the conditions of all engine bearings and replace where necessary
Replace all fuel tubes
Replace rubber mounts
Replace throttle cable and housing
Check clutch shoes, hardware and springs
Replace Prop bolts
Storage
My Ford Transit Connect with Ultra 130
Store your paramotor in well-ventilated, dry place. Remember that changes in humidity and temperature may damage the harness and reserve parachute.
Don’t let your motor sit in direct sunlight for too long as that dries out hoses and fabric as well, I found a round 60″ garden table cover for $45 that works perfectly.
Using a soap solution, wipe the propeller clean of bugs, sand and grass before storage. I use biodegradable degreaser/cleaner to keep the motor, carb and outside of the tank clean and smelling fresh.
When storing the paramotor in an upright position, be sure loosen the fuel cap. Even a small change in temperature may cause pressure to build up in a tightly closed fuel tank and burst the seems. It is highly advisable to empty out the fuel tank, carburetor and fuel pipes before long-term storage. you might want to loosely cover the tank vent tube to prevent contamination.
Transport
The Air Conception Ultra 130 breaks down within 3-5 minutes into a small enough package to fit on your passenger seat in your car (did it a few times with rental cars) However, I got myself a Ford Transit connect and just throw it in the back. It saves some time when heading out early in the morning to get in a flight before work, also, I feel that things start to wear out if you dismantle it 100 times a year.
I am working on a solution for PPG air travel, probably using a plastic tool-box with custom foam inserts. Must be less than 62 inches all around to avoid airline up-charges.
Questions I need answered. Pro’s – please help me!
Harness – adjustment procedure, initial and normal use
Harness – what is that sewn together 3 layer loop on opposite end of the speed bar pulley webbing?
Harness – Position of carabiners, what is the low-down, off-set to compensate for torque or not?
Motor – does anyone have a service manual?
Motor – recommended top rpm-9500 carbon prop, 9400 wood, idle rpm-2100, cruise rpm-2100?
Motor – carburetor, service manual, Manufacturer, model #?
Motor – max motor temperature, max exhaust temperature? cruise temp?
Motor – What props are recommended, have e-prop on order (quiter-130cm – lower rpm)?
Motor – Gear box grease specs?
Storage – Tank has vent tube, really necessary to loosen cap?
Transport – does the motor really have to be flushed, be clean of gas for air-travel?
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Statistics: Posted by Vince — Fri 11 Jul, 2014 1:18 pm