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Pilot Details

Age: 0 Weight: 175 Gender: Highest rating held at the time of the incident: Pilot experience level:

Gear Details

Wing Brand: Model: Macpara Muse 25, DHV 1 Size: Paramotor Frame: Aerothrust Lazer 172 with

Incident Details

January 1, 2006 Location of the incident: , Type of Incident:

I am a very experienced pilot and instructor. Two days prior to the Ohio Fly-In, I got the chance to test an Aerothrust Lazer motor unit (with a different, much smaller, and less powerful engine though) in Phoenix, Arizona. During the test flights in Phoenix, I did notice some torque issues, but not enough to feel there was any severe safety issues. I communicated these thoughts to Aerothrust.

Once in Ohio, there was a Lazer unit on display at the event. I communicated with the Aerothrust representative to fly the unit. He had told me he tried to launch the unit without success due to a huge amount of torque. Considering I had flown an almost identical unit 2 days prior without any problems, I was confident the unit could be flown safely. I assumed -incorrectly- that a different engine on an identical frame, harness, throttle, and spreader bars could not possibly change the torque so dramatically. Obviously I was mistaken.

I initially blew two launches by being spun around right on takeoff. After the second attempt I looked closer at the harness and noticed it was not set up correctly. I reinstalled it correctly and on the third launch attempt I noticed much less torque effect, but obviously there was still enough there to contribute to the incident. I immediately noticed torque as I gave the engine power, so I reduced the power enough to still launch. I assumed the torque would be manageable once in the air.

Once in the air, the torque was very apparent, and within seconds I was spun 180 degrees to the left, finding myself flying backwards. I immediately cut the engine power. Being only about 15 to 20 feet off the ground, the wing naturally surged forward, but without enough altitude for the wing to resume normal flight, I literally fell to the ground. I landed very hard, in a spin to the right. My left ankle hit first and then the main frame absorbed the remainder of the impact.

The motor unit sustained significant damage to the main frame and propeller. Everything else on the motor unit held up fine. I sustained bodily injury to my left ankle. I sustained no other injury, not even a bruise or any other soreness. My ankle remains sore, but it is not sprained, nor swollen, nor visibly bruised. I can walk on it and it seems to be recovering quickly. I imagine I will be foot-launching again in a few weeks.

The incident could have been MUCH worse. I had a very hard impact and fall from over 15 feet as I was pivoting over 180 degrees (backwards) around the risers. I consider myself extremely lucky to walk away relatively unscathed.

There were a number of contributing factors: people cheering me on, cameras, lots of spectators, a rush for time, overconfidence, etc. But, I fully recognize that I am an adult freely and of my own will part-taking in a risky activity. Thus, I understand that I take full responsibility for my own well being on deciding to fly… or not.

I believe the direct mechanical cause of the incident resulted from a design flaw of the spreader bars (length, position, ability to freely rotate) and the mounting of the engine relative to the torque. Several people took videos and in watching the videos numerous times, I as a pilot did nothing to cause the spin. The wing performed predictably during the take-off, surge and flare. As the wing went overhead, the distance between the carabineers became very narrow after take-off. As the torque started to spin me in the air, the distance between the carabineers shortened further where they were almost touching and I was essentially hinging around a single point.

Flight Window: Wind Speed: Type: Phase of Flight: Type of Injury: Collateral Damage: Analysis of the incident (additional input by the incident investigation team): Photos (if available):

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