- TOTAL AS EQUIPPED(IF BRAND NEW):$8,000.00+
- YOUR PRICEfor this beautiful pre-owned but brand-new Mosquito NRG:only $6,995.00 plus s/h.
a)Electric start, complete with starterbattery.
b)This is considered a size “Medium”harness. It will fit pilots up to approx. 5’11” tall (60.5” floor to shoulder)and a chest/belly/hips girth of up to approx. 40”.
c)Propeller notincluded. Props are available from manysources. Contact the seller to discuss options for new or used wood propellers;fixed-length carbon-fiber propellers; or folding carbon-fiber propellers.
From: http:// www dot swedishaerosport.se/mosq_prod.htm
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.
So far over 1000 pilots have joined the new independent group of free flyers. You too?
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: http:// www dot 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 normalposition. The hand throttle is located by your left hip and it is easy to bumpit to full throttle when getting in. The result is that your engine and prop togo max rpm when you pull-start the motor. Make sure to add this to yourchecklist before pullstarting.
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 goingup was not a problem. Fuel-to-air ratio is critical for two-strokes, and withno carb 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 glide angle.I did not have a GPS on board that day to get a precise glide measurement, butcould not detect any drastic reduction in my glide after a 6,000-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 the linesfrom the skids clear of your feet, so upon touchdown you won’t pull a landingstrut 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.
From:http:// wwwdot class=\"MsoNormal\" align=\"center\" Mosquito Hang Glider power pack
I\'ve been a hang glider pilot since 1979.Having endured long drives to mountain sites or towing bases long enough, itoccurred to me that a motorised harness might offer me the liberty to searchthe thermals \"in my own backyard\". After serious inquiries, it seemedthat the Swedish AeroSport Mosquito was the best available design on themarket.
Here we are, 2O years after the inventionof the infamous Soarmaster motor unit for hang gliders (\"Mixmaster\"for those pilots whose toes were chewed up in the prop and who experienced thesometimes violent adverse stall characteristics of the pioneering Soarmasterdesign). Bolting the engine to the wing was not the greatest solution. Then,came the Schwartz Minimum (hundreds sold), a rather inelegant design, whichnormally could not be \"foot launched\" in most conditions. It neededsteerable wheels on the control bar, and the motor unit was not entirelyliberated from the wing. The design Ropulcin, was an improvement on the Minimumbut still needed wheels, and total weight added to your wing including your podharness, was well over 35 kilograms. Not good for soaring.
It took the genius of the SwedishAerosports to incorporate all into a lightweight, aerodynamically clean motorharness in the late 1980\'s. They have been producing the Mosquito since 1989,and have succeeded in bringing truly easy foot launch capability with thisharness that folds up into a slightly oversized pod harness bag, all for lessthan 23 kilograms.
The original Mosquito used a Radne-Raket100cc two-stroke engine, which developed 10 hp at 8800 RPM. Fan cooled, clutchequipped, with decompressor for easy pull starts. Using a 4:1 cog beltreduction and highly efficient Kevlar/Carbon/ Fibreglass propeller of 135 cmdiameter, this original configuration produced 38 kg of static thrust. Thelargest pilot to fly with this system is 1.98 meters tall and weighs 110 kg.naked. In the promotion video available from AeroSports, a 75 kg. pilot takesoff with a very light headwind in (count them!) less than 10 steps, with theoriginal l00cc engine, and climbs out at better than 1 m/second.
Since 1996, the Mosquito is equipped withthe Radne-Raket 120cc engine. l5hp at 8800 RPM, with a 3.5/1 reduction, andusing the same propeller, produces 46 kg of static thrust. This is the unit Ihave, and (at nearly 80 kg naked weight) I have no problem climbing out to 700mAGL in about 10 minutes on any calm morning, or to 1500m AGL in 20-25 minutesfrom launch.
I have tested it on a number of gliders,including the Twist 17, Ellipse, Funfex, Topfex Finsterwalder, and my favouriteSensor 610E. What\'s great is it can be attached to any hang glider by theregular hangstrap. 23 kilograms is, after all, only about 13 kg more weightthan your current standard pod harness for free flying. You can see that theglider does not suffer from too much added wing loading. The sink rate of mySensor remains practically the same, whether soaring with my ordinary hanggliding harness or with the Mosquito, engine at rest, landing gear retracted,propeller blocked. What is just as interesting is that flying the glider (stabilityin turns, ease of handling, the wonderful sensation of free flight) is not atall compromised by the addition of the Mosquito.
If you think a propeller shaft sticking out the behind of yourharness looks bizarre, think again. The lightweight motor is supported on theground by the two retractable landing gear tubes, making for no extra weightfor the pilot to carry apart from the 4 litre gas tank attached to the top ofthe control bar frame. Easily manoeuvred on the ground into takeoff position withthe pilot buckled into the harness and ready to pull start the unit by\'himself.
The motor weight is supported by thelanding gear as its nylon skids slide over the (preferred) grass takeoff areaup to the moment of takeoff. The classic Keller/ Airstream type harness isspecially built with its hang point designed to compensate for the extra weightof the motor, for comfortable and efficient inflight performance After all,soaring performance is what they were looking for. Although 4 litres will giveyou an hour of nearly full throttle engine run, I have personally flown forover 2 hours at a time, engine on, for the 4 litres, on a calm no lift day,just by nursing the motor along at efficient cruise. To say nothing of thehours I spend at cloud base on those great thermal days after climbing out andshutting off the engine.
Launching The Mosquito:
If you have any foot launch towing ortrike foot launch towing experience all the better. After all, the thrust lineis basically the same. But even with no towing experience, we all know what itslike to run in the landing zone with our hang gliders. There comes a speed whenthe glider wants to fly and lift you off. All you need is thrust. For manypilots the adding of thrust (whether in the form of a towline in front, or amotor behind) poses a psychological barrier, a fear to overcome. The extremeease of launching a Mosquito equipped hang glider quickly helps the pilotovercome this fear. Also, once airborne you are not directionally restrained byany tow rope: you are free to turn in the first thermals you encounter. I oftenfind lift areas right after launch and start my climbing turns at 20 metresAGL!
Get in the harness and start the motor;let it warm up for about a minute. The centrifugal clutch is handy as the proponly spins at a certain RPM. Lift your glider as usual. When ready, give itfull gas with the between-the-teeth clamp type accelerator. (This throttle mayseem funky, but it works well, freeing your hands). I\'ve rigged up a second andparallel accelerator onto the harness for using after getting airborne. Once inthe air, I switch to this more precise throttle.
Run as usual, with even longer steps, until airborne. With no-wind this will be about 10 meters; with 10-15 km headwind, about 3 meters.Resist the temptation to push out the control bar. The bar will already beabout 10cm behind where it is in free flight. Let the wing seek its own besttrim, best glide. Remember this is not a high powered trike! You\'ve got to besensitive to the light climb rate.
Look for the lift! Use the light thermalsonce you get to a safe altitude. You can work them up with the motor still on;best to leave it on, even at idle, until you find excellent soaring conditions.When you zip closed the harness the landing gear retracts automatically.
In-flight restarts
No problem! Release the propeller brake(which keeps the prop in a safe, low-drag position; no need for a foldableprop, really!), pull decompressor and choke, and in 2-3 pulls a cold enginestarts. No need for choke if it\'s still warm.
Landing
Maybe you worry about landing with theextra weight behind. Think again! A typical landing approach, feet out ofharness, engine off: the landing gear touches first, and you flare like always.It\'s that simple! The landing gear actually acts like a braking system; slowingthat last instant of flight while supporting the harness weight, allowing youto make a precision ;pot landing, full flare. You can always add control barwheels for security, but they are not necessary.
Installing The Mosquito
There are two modifications to be made to your hang glider:
- 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.
From harness bag unzipped to fullinstallation ready to fly configuration takes less than 3 minutes, not evenhurrying.
Freedom
The MOSQUITO has given me the freedom tosearch for thermals in areas where it\'s impossible or very inconvenient to towup. Even at my traditional mountain flying sites like Laragne or Aspres, I\'vehad great fun taking off from the L.Z., even while other pilots are stilltrucking up the long turnarounds or sitting on launch waiting for the wind topick up. Naturally, all this invites comparison with paramotoring. For me theadvantages of the Mosquito are far more interesting. I fly in conditions when aparamotor would not even be setting up and at speeds where a paraglider wouldcollapse. Imagine a race to a point 10 kilometers away and 1000 meters abovethe landscape. Which machine would arrive first? It\'s obvious. One of the mostimportant differences I would like to emphasise: the ease the adaptation. Mostparaglider pilots have a fairly difficult and delicate time adaptation to thelaunch phase of a paramotor. Not so with the Mosquito. The hang glider remainsrigid and flyable right up to the running speed of takeoff, after which thepilot flies like he is used to.
What about the noise level? I asked Johan Ahling about the teststhey have done for the Swedish Aviation Authorities. \"They went very well.We are quite a bit under the 68 dB(A) limit of the weight class. I think wecame up to a maximum of 57 dB(A). It is important that these microlights arequiet in order to keep them popular in the public s eye.\"
I personally thank them for being aserious company, with a fine product, which has already given me nearly a yearof fun, independent flying!
Technical Data
MOTOR:Radne Raket 120
Fan cooled 2-stroke
120ccm
11 kW (15 HP)
8800 rpm.
REDUCTION: 3.5: 1
PROPELLER: Diameter 1350 mm
Pitch 530 mm
Weight 750 g
Material: carbon/kevlar/epoxy
FUEL CAP: 4 liters (it mixes to 4 %)
Typical Performance: Climb 2 m/s
Assembly Time: 5 min
Cruising Speed: 65 - 80 km/h
Maximum Speed: 80 - 105 km/h
Stall Speed: 27 - 30 km/h
From: http:// www dot class=\"MsoNormal\" align=\"center\" the USMosquito Distributor (January 2007 [some data updated to 2014])
From the start of my childhood dreams offlight and throughout my twenty five years of the realization of that dreamthrough hang gliding, flying for me has always been about freedom. To pick up adacron and aluminum wing, run off a cliff in rising air, prone out and join thebirds is an incredible and incomparable feeling hard to describe. You just haveto be there I guess.
So what\'s a purist like myself doingwith power? It\'s that freedom thing again. Some twenty years ago our flyinggroup migrated inland searching for elusive thermals via towing, the only wayavailable to us flatlanders. Static tow, winch, both stationary and payout, andfinally aero towing. Eventually, time, cost, complexity, and manpoweravailability because issues limiting our airtime (there\'s always something). Tobe able to fly wherever and when ever I wanted with conditions and judgmentbeing the only deterrents to airtime has always been my goal.
Enter the Mosquito powered hang glidingharness designed by Swedish Aerosports. I first came across it in the form of apicture in Cross Country Magazine, an European publication, about 8 years ago.I enthusiastically showed it to a friend of mine and we promptly ordered arather poor quality video. It was good enough to show how this thing worked,let alone that it was feasible. I could not afford it at the time, my friendcould and shortly after I bought his. My first flight went off without a hitch,powered up to 1500\', found a thermal, shut it off and climbed another thousand.I was so excited I had to land 30 minutes later to talk about it. Next flightthat day a repeat but higher, longer and more experimenting with flying andpower, in-air restart and then landing with power. This was what I\'ve beenlooking for! I was instantly sold and became a U.S. dealer and eventually theNorth American distributor.
Is it a compromise of pure flight? Sureit is, but then towing is too in my book, with the only difference being we arecarrying our engines with us. The extra 35 pounds my glider feels is thesmallest compromise that I can imagine to achieve my goal of freedom. TheMosquito harness, your tow in a bag.
Cost-wise, spending approx. [$8,000] ona Mosquito and another [$4-6,000] on a glider isn\'t small potatoes but it\'s apretty inexpensive ultralight and with minimum maintenance will last a goodmany years.
We are not the cheapest powered harnessout there but we are the oldest and (my bias here) arguably the best asis evidenced by Mosquito copies out there. Swedish Aerosports has beenmanufacturing and constantly improving on the Mosquito design for over [24]years now. Their R&D and attention to detail and quality is second to none.We also promise you a customer efficient and reliable service. We have beenbuilding up a solid dealer network with people who can demonstrate and show youhow to fly this incredible machine. …
Bill Fifer
Hang glider, reserve parachute, propeller notincluded.
Mosquito motor harness comescomplete with steel locking caribiner, fuel tank, case/coverbag for motorharness. Propeller not included, but available at additional cost.
This item is too large to ship viaUPS or FedEx, so it will ship via a freight carrier. Insured boxing/shipping/handlingwill be $199.00 to most cities in the USA Lower 48 [“Hold at freight terminalfor customer to pick up.”] Shipping higher to remote locations. We\'ll arrangefor your shipment to be held at a freight terminal in a city near you...thiskeeps the total cost of shipping down. The Mosquito motor harness will becarefully padded & packaged in a sturdy cardboard shipping box.
~~~~~ WehaveDOZENS ofname-brand hang glidersin stock...contact us ifyou don\'t see one that fits your needs or your budget. [phone removed by ] for livetech support. ~~~~~
YouMUST be at least aUSHGA / USHPA Novice (Hang 2) rated hang glider pilot(or foreign equiv.) to purchase this motor harness...or yourHang GlidingInstructor must be willing to accept it on your behalf. Sorry, but your offerwill be CANCELLED and the item will be RE-LISTED otherwise. If you\'re notqualified, and/or don\'tyet have an instructor,please don\'t offer !!!
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!
