~~~~~ We haveDOZENSofname-brand hang glidersin stock...
...contact us if you have questionsabout this motor harness accessory,
orany other glider or glideraccessory. ~~~~~~~
(262) 903 – 8800 (voice or text) inthe USAfor live tech support.
A Brand New OEM $215.00 fuel tank for only$199 with free shipping in the USA!
Complete with quick disconnect fuelfittings to plug right into an OEM Mosquito A10 or Mosquito NRG by SwedishAerosports.
May or may not fit other motorharnesses. Not returnable/refundable, so make sure it fits your applicationbefore you buy it.
Fits both pull-start andelectric-start Mosquitos.
Also available: One used fuel tank, justlike the one pictured here, available at a lower price. Ask for details orsubmit an offer and say “this offer isfor the used fuel tank.”
~~~~~~~~~~~~~~
Want to know a lot more about Swedish Aerosports and theirworld class Mosquito A-10 and NRG models? Want to read some great reviews? Severalarticles are reproduced below, and you are welcome to follow the accompanyingURLs to the original web pages from which they came.
From:
About the Manufacturer
Swedish AeroSport was established in 1988 by four mechanical designers who were pilots. The Mosquito Motor Harness was released on the marked early 1990 after 2 years of hard work and gained the approval of the Swedish Aviation Authorities.
Swedish AeroSport is the brand name synonymous with uncompromising quality. Swedish AeroSport always use the latest technology and materials available. Continuous quality control guarantees you a safe and long lasting product.
To prove this the Mosquito comes with a 3-year warranty. A full range of spare parts for all existing models is guaranteed.
So far over 1000 pilots have joined the new independent group of free flyers. You too?
Swedish AeroSport
Box 8180
S-163 08 Spånga
Sweden
Phone: +46 8 760 03 67
Fax: +46 8 760 03 69
E-mail: info at swedishaerosport.se
From: the Mosquito
An article byGerry Charlebois in the US Hang Gliding Magazine
The Mosquitoharness is the brainchild of Swedish inventor Johan Åhling. His company,Swedish Aerosports, is producing these harnesses and having a hard time keepingup with the demand.
Mine tookthree months to arrive. As always, when waiting for a new toy each day seems tolast 42 hours instead of 24. Delivery times are now shorter.
Johan’s firstpowered harness was flying as far back as 1987, but it had only 10 horsepowerand a few bugs to be worked out. Swedish aviation laws govern all aircraftstrictly, and he had to submit his equipment to the Swedish governmental agencywhich is the equivalent of the FFA in the U.S.
After meetingtheir safety requirements the harness was approved for use in Sweden, and that enabled him to domore R&D and sell his product. Ten years and many design improvements haveculminated in the 1998 version which features a two-cycle, 15-horse-power motorspinning a super-light carbon/kevlar prop. The whole apparatus weighs 50 poundswithout a parachute and folds neatly into a five-foot-long harness bag with ahandle that allows it to be carried like luggage. I commute on planesconstantly to the other Hawaiian islands andcheck it without ever incurring an excess baggage charge.
Judging byall the calls and e-mails I received after one of my photos flying with theMosquito was featured in the January ‘98 centerfold of Hang Gliding Magazineand the cover of Skywings in Great Britain, many pilots are intrigued with thisnew twist in free flying. With launch sites closing and the drive to themountains getting longer, pilots want to in the air more conveniently.
And as someof us get older and take on more responsibilities, it seems like time forpersonal recreation becomes more limited all the time. This harness allows youto go to the nearest field or beach and set up your glider, hook in and takeoff. If the thermals are not working you can push out with the power at fullthrottle and climb until it runs out of gas. This usually happens as I reachabout 9,000 feet (after launching at sea level). I then enjoy a nice, quietsled ride back to land beside my truck.
No drivers. No launchers. Nowinch operators.
The engine issomewhat noisy at full throttle so I wear a set of those small foam earplugsand they seem to suffice. The fuel source is a one-gallon aerodynamicfiberglass tank that attaches to the top of the downtubes. Ninety minutes isthe longest I have stretched out a tank with continuous use. However, I usuallylaunch, fly to the nearest ridge, pull into the lift and shut the engine down.In this case, after a two-hour flight fuel consumption amounts to six or sevenounces.
Getting intothe harness seems to be the most awkward aspect of using the Mosquito, due tothe fact you have to attach the carabiner and then the limiter lines that gofrom the side of the harness to the crossbar/leading edge junction. These linesserve as restraints to keep the prop from ever swinging into your trailingedge. An assistant is handy at this point because the glider needs the noseheld up while you back yourself into the legs loops, pull it up and zip theback up. The keel has been cut off so the glider does not rest in its normal position.The hand throttle is located by your left hip and it is easy to bump it to fullthrottle when getting in. The result is that your engine and prop to go max rpmwhen you pull-start the motor. Make sure to add this to your checklist beforepullstarting.
I was havinga lot of fun flying from level ground when I got the idea to fly the Mosquitooff a mountain (a big mountain). Let’s go to Maui!Standing on top of a 10,000-foot volcano getting ready to launch is an awesomefeeling, but knowing that you are going to get above takeoff is even better.This launch site is famous for its ability to give you a 45-minute sled ride tothe beach, at the very least. Unfortunately, getting over the top is a veryrare occurrence. I was about to put the Mosquito to the test and had a nice12-mph breeze coming up the face, so I ran off with the motor idling. Once Iwas prone it was time to go full throttle. Circling back to launch I quicklyfell below the top. At this altitude the climb rate was diminished, but going upwas not a problem. Fuel-to-air ratio is critical for two-strokes, and with nocarb adjustments I was soon in the air that was too thin to provide anyhorsepower. The engine still sounded fine, but at 12,200 feet it was no longerpushing me skyward. It did, however, maintain me at zero to 50 down.
I hung outand waited for a thermal, and 400 up came before long so I turned into it andstarted ascending again. The turning characteristics of the glider aredefinitely affected by the thrust and weight aft of your hang point, but aftera few flights you tend to get used to the slower roll. At full power theP-factor of the prop is something you need to pay attention to. With aclockwise rotation it wants to yaw your glider the right. This may not soundlike a big deal, but during launch you have to pay serious attention to this,as it feels like the glider wants to lock out to the right if you leave theground with your right wing low with full rpm.
I found thatif I ease up on the power when it starts pulling, it will respond to my input.I neglected to do that once and found myself 10 feet up and not able to stopthe rotation, and the results were a broken downtube. There is also a mouththrottle that is used during takeoff. If your launch doesn’t feel good justspit it out and fly the glider back to the ground. I strongly advise using alarge field for launching until you are familiar with your gear. After an hourof thermaling above 12,000 feet I headed for the coast and had shut my poweroff. The best way to do this is to apply full power, then pull the choke tab.This floods the carb, leaving fuel to make for an easier air start. Pulling onmy VG I wanted to see what effect a freewheeling prop would have on my glideangle. I did not have a GPS on board that day to get a precise glidemeasurement, but could not detect any drastic reduction in my glide after a6,000-foot descent.
When I wasabove the top I heard some pilots asking what conditions were like, as theywere setting up gliders on the 5,000-foot launch. I radioed down and told themof my altitude over the top. They were astounded, and I thought I would keepthe Mosquito a secret a little while longer. I was about eight miles away and1,000 feet below where they were setting up, so I figured it was time to fireup my little iron thermal and pay them a visit. Pointing down toward them, Iflew in a straight line, pushing out, and was back up to 7,000 feet in no time.It was 11:30 AM and theair was getting really buoyant. As I approached them I cut the power to idle sothey could not hear me and told them of my position. There was someheadscratching going on because conditions at this level were not soarable yet.I Had some fun with them as I wanged down to launch, letting them believe I hadsome amazing climbing technique. As I came at them, just at launch level, I hitfull power and started climbing away again. This thing really is FUN!
Those pilotshad another hour to wait for it to get soarable, so I headed to the beach 12miles away with the throttle set so my vario read zero. I was about four milesaway when the fuel ran out, but I had plenty of altitude to glide there. One ofthe things you have to restrain yourself from is flying around with power andputting yourself in a position where an engine-out is going to hurt. Flyingstrikes for a living has trained me to be very alert as to where my closest LZis at all times! An engine failure with no safe out can be veryhazardous to your health. Landings seem to be easier than with a normalharness. Having the extra weight behind you, and the landing skids that drag onthe ground as you skim in, causes your hips to stay well behind the CG,resulting in good flaring even in zero wind. Just be sure to get any of thelines from the skids clear of your feet, so upon touchdown you won’t pull alanding strut forward, allowing the motor and prop to hit the ground.
I now haveabout thirty hours on my Mosquito and am really enjoying it. I just finishedfilming a flying segment for the 1990’s version of Fantasy Island,and the Mosquito proved to be very useful when doing multiple takes for groundcameras. With normal flying I would have had to land and relaunch for everytake.
My personal preference will always be launching off amountain and climbing away, but this piece of gear gives the user anotheroption. It enables me to get to soaring sites that are accessible only byaerotowing a long way, and that’s why I find it handy. I see a great future forthis device with many applications. How about pylon-racing around a course atan airport, or precision team flying? At this point I would love to haveanother Mosquito pilot to cruise with. If you get a chance to try one you willenjoy it.
The Mosquito Hang Glider power pack
by JoelLetouzey from an article in Cross Country Magazine
Satisfaction and Self Sufficiency with a Motorised Harness.
- Cut the keel at about 120 cm. from your hang point.
- Where the side flying wires join the leading edge, add deeper loops (cable or good cord) to attach the side to side limiter wires of the motor harness. Obviously, we need to keep the propeller from swinging too much and cutting the sail.
Letterfrom the USMosquito Distributor (January 2007 [some data updated to 2013])
What do you get? What you see in the photos is what youget. Nothing else is included.
~~~~~ We haveDOZENSofname-brand hang glidersin stock...
...contact us if you have questionsabout this motor harness accessory,
orany other glider or glideraccessory. ~~~~~~~
(262) 903 – 8800 (voice or text) inthe USAfor live tech support.
Hey!Check it out! Ourtop-of-the-line
harnesses & parachutes
are available at discounted\"buy it now\" prices in our store.
And, don\'t forget to check out our Whoosh!Wheels(pat. pending) for Airfoil Speedbar Basetubes (now alsoavailable for carbon-fiber basetubes and round basetubes)and ourshirts, hats,& fleece pullovers with hang gliding artwork ... findthem allin our Ravensports store.
Yes, weoffer combined shipping!
