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The Bailey 4-Stroke is a wonderful
frame/motor package but it's more about the revolutionary engine than it
is the frame. Not that 4-strokes are new, but they are on
paramotors. It's not even the first, it's just the first one to be
commercially viable.
Two motors were tested—one spinning a
51" prop with pull start and the other using a shorter prop (don't
remember the diameter) with electric start. Both use the same engine with
belt redrive, and both qualify as low hook-in
machines although not low enough to have lots of weight shift.
Unfortunately I was unable to weigh either
unit but believe they were slightly heavier than my Black Devil machine.
Starting (6): Pull starting was easy. There is a procedure that
must be followed since a spark is longer in coming (every other piston
peak) but then it starts reliably. It took Paul about 5 pulls. It also
comes with a foot starter for in-flight starting.
The machine was stable on the ground with little tendency to tip over
in any direction.
Ground Handling & Kiting (5): Standing and walking around were comfortable. Ground handling straps kept the machine
hiked up high enough on my back to prevent feeling pulled backwards. A forward lean of about
30° kept me upright without exertion.
Ingress was easy although Paul recommended standing up in such a way as
to minimize forward lean lest it flood the motor.
Launch (5): During two forward inflations the lines rose up
smoothly along the cage rim. My legs felt the cage bottom while running
but did not find it intrusive.
The cage should be strong enough for power forwards for most pilots but
you may want to be careful with full power "whack the wing" type
forward inflations on large wings.
Climbout (4): Two attachments are available, the original higher
ones and the lower ones as tested on these models. Like all low hook-in
models that I've flown, the thrust line is above the hang point so the
motor thrust is trying to tilt you forward during climbout. The top cage
pushes close to the risers until you get seated so be careful about
letting go of the brakes.
Getting into the seat was easy, I was able to wiggle into it using one
hand. Torque was significant but manageable even at full power. The
smaller machine had proportionally less torque twist. Climb rate suggested
the same thrust as a good-running 100cc motor.
Flight (6): Flying is very comfortable with great
visibility. During cruise the brakes are at a very comfortable position.
Adding power does try to tilt you forward somewhat but, since you're
seated, it's far less noticeable than while hanging from the straps right
after launch.
Weight Shift (3): The comfort bars do not pivot and are not
intended for weight shift but some is certainily available. I got about 3
inches of carabiner movement with average effort. Using a lot more effort
I could probably extract another inch.
Torque (4): There is a bit more than average torque twist, probably
owing to the leaned-back orientation and largish props. From power off to full power
I twisted about 20°. It was, however, possible to apply enough weight
shift to fly straight even at full thrust.
Thrust (5): 115 and 120 pounds estimated with smooth response throughout.
This is what you trade for having a 4-stroke powerplant. It's still plenty
of thrust for me and most pilots.
Endurance(9): It sips fuel. Plus, being 4-stroke, you're not
burning oil, either. At 60 pounds of thrust (a typical amount required for
cruise), it probably burns about 0.8 gallons per hour. It's proven to be
the most efficient motor out there at European competitions, several of
which it has won. These competitions heavily reward efficiency.
Vibration (6): It is slightly smoother than average.
Sound (9): This is the quietest paramotor now on the market.
Only an electric will be quieter and then not by a lot. It seemed slightly
quieter than the Fresh Breeze at cruise power as observed during fly-bys
but the difference could have been perception. It wasn't just me, either,
a lot of pilots commented on how quiet it was.
Safety (5): The machine provides normal protection in a vertical
impact and keeps the pilot's butt and back out of the dirt. The gas tank
is well protected from the prop.
Using the included foot start would reduce the risk of injury from
accidental power-up but most pilots will start it with their hands anyway.
The cage's value is mixed. A hand could easily slip through the largish
holes but if the hand grabs cage lines it would probably be prevented from hitting the prop at full thrust.
Construction (9): This is one beautifully built paramotor.
Attention to detail is apparent and workmanship is outstanding.
Reparability (3): Almost any crash will require new or re-welded
aluminum parts which are likely expensive. The motor is obviously unique
so damaged parts may take some time to arrive.
Transport (5): Breakdown was not demonstrated but they say it's
conventional for a multi-part cage. The cage pieces come apart quickly for
transport in a van.
Overall: This is the BMW of paramotors. To hear it is to
love it. I loved flying it. Some of that is that I loved listening to me
fly it. The 4-stroke offers enormous opportunity for reliability since
parts are better lubricated and don't operate as close to the temperature
limits. Plus it doesn't have the finicky tuned exhaust issue to deal
with.
Very low fuel consumption has been demonstrated by numerous competition
wins in Europe so long flight times are possible. It would be a great
machine for an experienced pilot who is not likely to ding it during
missed launches or hard landings.
For more information, visit www.baileyaviation.com. |
