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Fresh Breeze (FB) has a new suspension system that's notably different
from their standard model and, in my opinion, is much better. It uses
underarm comfort bars that lock into
the motor frame which significantly reduce how much the motor can move
around on your back. Like most paramotors, the harness stays attached to
the frame so you simply put on (or get into) the paramotor. On the regular FB system, you put
on the harness then clip into the motor—a concession to Germany's
previous requirement of being able to jettison the motor. While that lets
you use the
harness for kiting, it's not handy for strapping in. I strap in far more
often than I kite. Plus I don't like paramotor harnesses for kiting, I'd rather use a low hook-in
harness.
The new system does give up the jettison capability—a trade I'm glad
to see Fresh Breeze make, at least for our market where it's never been required.
As with nearly all (if not all) Fresh Breeze motors it comes with a
Bing float bowl carburetor. The tested model (thanks to Scott Adair) was
powered by a Simonini 202 spinning a 48" prop under a Spice 22 wing.
It weighed probably about 68 pounds empty (with prop and harness). Fresh
Breeze gives their motor weights without the prop and, on machines with
jettisonable motors, without the harness. So ask before comparing. Riser
separation was 19.2" in flight.
Some changes to this suspension system appeared in the 2007 models and they will be reviewed as soon as I get a chance
to fly them. They include a hinge at the front of the comfort bar and a
second hoop. Velcro at the front of the sliding webbing also may make the
webbing slide through he comfort bar slits easier.
Harness & Suspension: High hook-in, sliding web underarm bar.
Starting (6): Pull starting was easy using a standard stance and
hold on the frame's top cross piece. The T handle is positioned below your
left arm when seated so that
in-flight starting should be easy. I didn't try it in flight but was able
to start it while strapped in but standing on the ground. Other pilots
have reported decent reliability starting this motor in the air.
The machine has a wide enough base to resist tipping over on the
ground.
Ground Handling & Kiting (5): Standing and walking around were
comfortable and there was nothing to impede looking at the wing. Ground
handling straps allow keeping it hiked up enough to prevent feeling pulled
backwards. A forward lean of about 20° kept me upright without exertion.
Ingress is easy and traditional. I believe I was sitting on the ground
since the webbing slides through slits at the comfort bar tips which lets
the seat down.
Launch (5): The reverse launch was standard with no difficulties
noted. I did not try a forward inflation but there is nothing to catch on
so the lines should slide up easily.
Running is very easy as it was well balanced. I
don't remember my legs hitting the cage bottom but, if they did, it was
not a factor in launching.
Torque twist is very well controlled. Unfortunately, I did not record
the amount but it was not objectionable whatsoever, probably about 10
degrees.
Climbout (6): This is a very well balanced machine, even at full
power, regarding torque twist. It was easy to weight shift away from the
torque turn direction.
I was able to get into the seat easily with one hand pushing down on
the back of the seatboard.
Flight (5): Flying the machine is very comfortable. The underarm
bars come below your arms then upwards a fair amount but are not in the
way. The harness webbing slides up and down through a slit at their
terminus which I believe was primarily done to improve launching. There is
nothing to impede your view which would make it nice for photography.
The harness seemed sufficiently padded and quite comfortable.
Weight Shift (6): The sliding web system works for weight shift
and I actually got quite a bit, 6" or so. But it took a bit more
effort than the pivoting bar systems, especially the geared ones, because
you're sliding material through a nylon slit. It took some effort to
"unstick" it then it would move easily.
Torque (7): This is quite well handled, much better than the loose
boomerang system employed on their standard suspension system. I had only about 10° of twist at full
power.
Thrust (6): I was impressed with the thrust. Given the low noise I
expected it to be significantly detuned—trading power for quietness.
That must be the case to some degree but it climbed nearly identical with
another, far louder, Simonini machine albeit one with a 3-blad 44"
prop.
Judging from my climb rate this was probably about a 145 lb thrust
machine at sea level. It had great throttle response, smooth and linear,
throughout the range.
Endurance (7): For a powerful machine this seems efficient. I
wasn't able to measure it directly but, after going on cross country
flights alongside a pilot flying it, the fuel consumption seems less than
most with similar power. It probably burns just under 1.0 gph and has a 2.5
gallon tank.
Vibration (5): About normal for a machine of this thrust class
which is a bit more than the small cc engine units. At idle it was a bit
more (6) than average.
Sound (8): This is the quietest machine that I've heard with
this much thrust. Even at climb power it was far quieter than other
machines. Apparently there are noise requirements in Germany and we
benefit from the developed technology here.
Safety (4): There is a large open area in the top middle of the
cage that would easily let a hand through if the pilot was caught off
guard by a thrusting motor during start. It's probably there to allow
looking up at the wing while wearing a helmet and to fill the tank. The
holes in the netting seem a bit large so that a hand could go through
there, too.
A
hardish butt landing or fall will likely end up causing prop and cage
damage but, with the tank on top, there's no chance of getting the prop in
the tank.
There is typical protection against a vertical impact.
The frame bottom front has nice rounded front corner but the little
rubber pads may allow it to catch while
ground skimming.
One nice feature is forgotten leg strap protection. You cannot fasten
the chest without having a backup crotch strap connected. So if a pilot
took off without fasting his leg straps this would prevent him from
falling out. It's a more important feature for free flying but still
beneficial here.
Construction (6): It is very well built, built mostly of aluminum which means no rust.
The separate cage pieces employ the conventional velcro strap method of
holding them together.
The front harness webbing that slides through the comfort bar slits may
be prone to abrasive wear if pilots use weight shift a lot. However, it
appears appear that it's made extra thick so is probably nothing more than
an appearance item. The unit I flew had no indication of it.
Reparability (5): Damage resistance is average and it will
probably take an aluminum welder to repair bent pieces or they must be
ordered from the dealer/distributor.
Transport (5): Partial disassembly is very convenient. Unstrap
the two top cage pieces and put in the van. Fitting into a car will
require more. Breaking down further is
quick although the pieces themselves will require somewhat large boxes for
shipping.
Overall: This is my favorite Simonini powered paramotor. It has
the most popular geometry with high, soft hook-ins and plenty of thrust in
a quiet, comfortable package. For more
information visit www.SouthernSkies.net. |
