Mike Campbell-Jones, designer and founder of Paramania Gliders, is considered the "father" of the new generation of paragliders for paramotoring, thanks to the introduction of the technology of reflex profile for improved stability at speeds and amazing performance under power. Although the first reflex wing appeared in the '90s, the real change came with the Action, a glider that expanded the boundaries of paramotor flying to unknown extents. Improvements are being applied in every new design or innovation that Mike Campbell-Jones is working on, like the winglets that the GKN Mission Everest paramotors will use for higher climb rate and stability to reach the 'roof of the world' by powered paragliders. For Mike "everything is possible" and the world of Paramotoring has a lot to thank him for.
The following interview was done by Jose Ortega in 2006.

J.O: When was the Start of the Reflex wing idea?

M.C-J: Conception and design of the Reflex wing for Powered/Paramotor started in 1994. Paramania LTD funded the project with the aid of DTI government smart award.
1996 - The first production wings were made in two sizes 27m & 28m
They were both certified under BCAR section “S” as Microlights.
1997 –The Reflex wing was granted a “Standard” rating by AFNOR
The wing competed in the WAG in Turkey – Flown by its designer Mike C-J, where it gained its reputation for stability and speed.
At the same time, manufacturing was moved to Poland (Dudek Paragliders)
Over the next three years 270 wings were sold including the Reflex MK2 version. Competition flying continued to help development of the reflex section with a number of pilots including Pascal Campbell-Jones (son).
In 2001, Paramania launched a high performance version of the Reflex wing, the Action – Its success in competitions showed clearly the advantages of the reflex wing section technology for speed, safety and efficiency, over half the pilots had chosen to fly our wings! (including top PPG pilots Dani Martinez, and the late Johan Bossuyt)

How many wings do Paramania produce each year?
Paramania manufactures with Gin Gliders, and produces about 1000 wings a year – the Action GT and the Revolution.

How long does it take to develop a new wing?
It takes about 12 months to develop a new model; this includes conception, prototyping and testing. However actual design concepts can take much longer!

How long does it take to build one wing?
Depending on the model, between 60-100 man hrs to manufacture 1 wing.

Why a specific Paramotor wing?
It is only natural; that a specific type of wing is desirable for powered use. The type of flight and load requirements are so different that anything less would be a compromise.
Below are two clear examples from aviation history:
A hang glider for free-flight (gliding flight) compared with one for a Microlight.
A glider (sailplane) compared to a powered aircraft.

What are the different requirements between a wing designed for paragliding and one designed for powered flight?
In general:
For free-flight (gliding)
A wing made for free-flight needs to be sensitive to rising air currents. So has less pitch stability, which helps a pilot feel the air more. It must turn very flat and be spirally neutral, to be efficient whilst using thermal cores. It needs the best sink rate possible, to help it rise with the air currents. Pilots, nearly always have their hands in the control handles, as they need to fly actively.
The wing may also be made of a lighter construction, as it has fewer loads; line drag is more important so thinner lines are used. It must also be lighter for carrying up mountains to a take off, where thermals and lift are more abundant.

For powered flight
A wing made for power needs good directional and pitch stability. It has to absorb a variable power source of thrust and torque, mounted on the pilot below the wing. The type of flying is very different, i.e., going places between A & B whilst navigating and taking photos, etc. The pilot flies usually with hands off the controls.
More stability at speed means it can cut through turbulence and arrive against varying head winds and weather. Sink rate and flat handling are considered less important than good speed and stability. For safety the handling also needs to be light and responsive at lower speeds, but much less so when going faster.
The construction is heavier to take the extra loads. Wings have wider ranges of weight and safe speed.

Summary
Despite the opposing requirements, there are many developments common to both. New technological evolutions are happening all the time.
We are now starting to see some powered wings that have a good sink rate and flatter handling. And free-flight (gliding) wings that are definitely becoming more stable at speed.
The reflex wing section is a key facture to some of these new and exciting changes.

Whilst sink rate is increased (not a problem with power), the glide and efficiency at speed is improved because the area flown on, has an effective higher aspect ratio, which gives a flatter polar curve.
Eg: Reflex wing sections= more stability and efficiency at higher speeds

Note: Some of the latest developments in reflex technology are in the control of the elevator area using intricate systems that improve slow speed flight characteristics, so giving the best of both worlds with a wide range of speed and perfomance.

Note: As well as a built in elevator, a reflex wing section (right) naturally has the centre of aerodynamic forces (centre of pressure) closer to the leading edge, further contributing to stability.

What is a reflex profile?
See above diagrams, “A Reflex wing section”.
A wing section is that has an elevator built into its shaping, so is auto-stable and pitch positive.

What are the advantages & disadvantages?
Faster, more stable, good glide at speed, but usually higher sink rate and different launching techniques required.

Do you think it possible to fly at 80km/h and still be foot launch?- comment
Is foot launched 80km/h flight possible? Why not? - and soon, I think! Already, with both the Revolution and Action GT, we have been able to achieve a much wider speed range by exploring ways of slowing the wings down for better sink rate and easier take offs. Early development of this took place with the Reflex MK2 and the slow bar system.
Opposed to rigid winged aircraft, a Para-foil type wing has a huge potential advantage for speed range, because it can change its shape so easily, like a bird. We already have wings that can fly nearly 4 1/2 times their stall speed (only swing wing military jets can do this). Add to this, the developments of lighter more powerful engines – so less weight and shorter take offs –However there will always be an upper limit of X and wheels will carry forward from there.

If not possible why not?
Everything is possible if there is a need or a want – just a question of waiting for the correct marriage of technology to have the key to unlock the door, that and a total belief in the possible.

What projects for the future?
Apart from new wings for new applications, I am currently developing the TEC (Total Energy Construction) system for making wings. Also a new Parafoil ULM and an unmanned craft. Both; exploring the possibilities of much heavier aircraft that use similar soft wing technology.
The rest is naturally TOP SECRET as already there are way too many competitive designers and plagiarists out there. So I don’t wish to give too much away.

+Info: www.flyparamania.com