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Owner´s manual Vector Version 01.08.98
Fly market GmbH & Co. KG Pröbstener Str. 15 87637 Eisenberg
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Tel.: +49-8364-9833-0 Fax: +49-8364-9833-33 E-mail:
[email protected]
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1. Important Remarks Read by all means before using the paraglider. Paragliding is an extremely demanding sport requiring exceptional levels of attention, judgement, maturity, and self discipline. It is unlikely that you will conscious and continual commitment to your own safety. Due to the inherent risks in flying this or any paraglider, no warrenty of any kind can be made against accidents, bodily injury, equipment failure, and/or death. This glider is not covered by product liability insurance. Do not fly it unless you are willing to assume personally all risks inherent of the sport of paragliding and all responsibility for any property damage, injury, or death which may result from use of this paraglider. 1. 2. 3. 4.
Fly market GmbH & Co. KG stresses that it is absolutely necessary to read these instructions before using the paraglider in order to avoid mistakes in manipulation. The paraglider can be used only with a licensed rescue system. The pilot must check his equipment before every flight. Fly market GmbH & Co. KG stresses that the paraglider can be used only with a valid flying license and according to the instruction of this manual. Fly market GmbH & Co. KG declines any kind of responsibility for any direct or indirect damage, including consequent damage, which the user might suffer because of negligence of these instructions.
2. Construction The Vector series has a profile with extremely high accuracy because of many suspension lines connections. The existing performance potential can be utilised to the maximum by optimising the basic form. The Vector series is especially robustly constructed: various reinforcements, inner seams on the canopy, high quality fabric. This results in duration of the paraglider. The aerodynamic concept equipped for active and passive safety. The paragliders are generally supplied with already stretched HMA-Aramide lines and test protocol about all suspension lines lengths.
3. Dimensions Vector Small: A B C D E Brakes
2
Stab
1
2
3
4
5
6
7
8
9
10
11
12
6340
6560
6660
6770
6820
6870
6840
6865
6935
6975
6945
6965
7045
6330
6485
6600
6720
6780
6785
6750
6760
6830
6880
6835
6845
6930
6265
6490
6605
6730
6820
6835
6810
6825
6900
6900
6860
6895
6985
6275
6560
6640
6740
6830
6940
6910
6930
7000
7050
7000
7040
7110
7200
7110
7100
7130
7080
7030
7000
7000
7150
7180
7270
7290
7490
7670
7860
8130
7290
7300
7290
7260
7280
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Vector Medium:
A B C D E Brakes
Stab
1
2
3
4
5
6
7
8
9
10
11
12
6720
6935
7035
7155
7215
7255
7225
7255
7325
7345
7305
7325
7425
6695
6845
6965
7095
7155
7155
7120
7135
7215
7255
7215
7240
7335
6620
6845
6965
7095
7175
7185
7155
7170
7245
7275
7235
7265
7360
6620
6895
6965
7115
7175
7285
7245
7265
7335
7415
7365
7400
7485
7345
7325
7355
7425
7500
7465
7485
7575
7580
7620
7630
7630
7820
8030
8210
8520
7700
7710
7710
7770
7680
Vector Large:
A B C D E Brakes
Stab
1
2
3
4
5
6
7
8
9
10
11
12
7160
7295
7395
7525
7585
7640
7610
7645
7715
7740
7700
7720
7820
7090
7220
7345
7485
7545
7545
7515
7525
7610
7635
7610
7635
7735
6985
7225
7350
7490
7575
7580
7545
7560
7645
7660
7630
7660
7750
6985
7280
7350
7500
7580
7690
7640
7670
7740
7830
7780
7820
7910
7750
7730
7790
7860
7920
7890
7910
8010
7900
7940
7980
7980
8180
8400
8570
8890
8130
8110
8020
7950
7960
4. Technical Data Wingspan (m) Number of cells Surface flat (m²) Aspect ratio Glide angle Rate of descent (m/s) Speed range (km/h) Recommended Take Off weight (kg) DHV Classification
Vector Small
Vector Medium
Vector Large
11,35 53 24,79 5,2 7,8+ 48
12 53 27,62 5,2 7,8+ 48
12,63 53 30,61 5,2 7,8+ 48
65 - 90 2 GH
80 - 110 1-2 GH
95 - 130 1-2 GH
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5. Preparations before Take Off 1.
After you have chosen a starting place with as little obstacles as possible, spread the paraglider in a crescent and collect the trailing edge as it is described below. This is necessary to achieve an optimal behaviour at take off.
2.
Untie risers from velcro on the trailing edge of the paraglider. Close the velcro again. Disentangle the suspension lines and check whether the groups intersect (first A-lines, then B-lines, etc.). At the end put the steering line in a crescent on the outer side and check whether it is free. It is important that the risers and steering lines are not twisted and that no suspension line lays under the canopy.
3.
Put the harness on and check whether the rescue system is functioning and whether all the fastenings of the harness are closed. Put the helmet on! Hang the right and left riser in the karabiner so that they do not become interwoven. Don’t forget to close the screwgate!
4.
Take the inner A-risers and controll lines in one hand put the back risers over the shoulder. Use for take off only the inner A-risers for a easy take off.
5.
Is the direction and strength of the wind right? Is the air clear?
6. Take Off Pull both front A-risers strongly but feelingly - the paraglider is raised. Cautiously looking up to both sides while running the pilot controls whether the canopy is standing symmetrically and whether it is fully filled. The glider can be still adjusted, i.e. the start can be interrupted.
Do not start without a control look upwards!! You can start to run when the glider is standing over the pilot correctly filled. If the glider threatens to overtake the pilot, it is helpful to lightly brake it by pulling both steering lines. The last look upwards - are all cells opened? Only now, the pilot decides to take off and runs with increasing speed and large steps down the slope. When he reaches the maximum speed he pulls both steering lines to 25% downwards, thus increasing the lift, and takes off. As soon as the pilot does not touch the land any more he loosens the steering lines slowly in order to increase the speed. Take Off Corrections: Side corrections - When the glider slides to one side and stands over the pilot obliquely, the pilot corrects it by diagonally running under it.
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Principle: The pilot should follow the glider and not the other way around. Opening Corrections: If the outside cells are not completely filled, the pilot “pumps” strongly with the steering lines. While doing so, he must let the risers temporarily go. Pumping increases the inside pressure and fills the collapsed canopy. Direction Corrections: If the glider abandoned the intended direction, it is possible to bring it back to the right direction by pulling the steering lines lightly to one side.
Don’t ever try to take off if the glider is not completely opened. Great danger of accident!!! The most frequent cause of a unsuccessful start is wrongly a spread glider.
7. Behaviour during the Flight The speed or rather the thermic flight of the Vector series can be controlled in different ways:
7.1 Controlling the Speed with the Steering Lines 0% Brake: The glider flies with full speed when the steering lines are completely loose (hands completely up). The maximum speed amounts to app. 40 km/h depending on the load. 25% Brake: The hands are approximately on a level with the face. This position of the brake improves the glide angle and stability of the canopy, decreasing at the same time the speed a little. 50% Brake: The hands are approximately on a level with the chest. This position decreases speed of sinking and improves stability. The speed amounts to approximately 50% of the maximum speed. 100% Brake The hands are on a level of the seat. The glider flies at the minimum speed. Sounds of wind can hardly be heard any more. Big sinking. Apply 100% brake only when landing, because otherwise you face danger of parachutage.
7.2 Controlling the Speed with the Accelerating System: The Vector series has an accelerating system as a standard. The system is very efficient through a block and tackle. The risers are shortened either over the leg stand or by hand control. Attention: When you apply the accelerating system, the starting angle of the canopy decreases. This can lead to frontal dropping despite the great stability of the canopy. In this case, the accelerating system must be immediately inactivated in order to bring the glider quickly in normal gliding. The accelerating system must not be activated at small heights and it can be activated only a little bit in turbulent conditions in order to avoid such dropping.
5 position normal flight
front accelerating system active
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8. Curving There are various techniques of curving which are applied for particular flying manoeuvres.
8.1 Curves with Maximum Speed - Spiral You should apply only one steering line for reducing altitude. The outer side of the curve is not braked. At first, the glider flies a wide curve with a big radius and a relatively steep incline because of the high speed, which is why it looses height. The more you pull the steering line, which causes transverse incline and decreasing of height, the smaller the curve radius. When turning a steep spiral you must control the ground clearance continuously in order to bring it back to 150m in time for the safety reasons. You should bring it back softly and avoid strong swinging and dynamic interruption of the flow.
8.2 Curves with 50% Brake If you pull one of the steering lines, which you have already been pulling approximately 50%, even deeper, the glider will make a narrower and flater curve than from the full speed. This curving technique is especially appropriate for thermic flying.
8.3 Curves with 75% Brake If you pull one of the steering lines, which you have already been pulling approximately 75%, even deeper, the glider reacts very fast, spirals flatly and remains almost level due to the low speed. The steering feeling is soft. The flow can be interrupted in gusts, so that it is safer to loosen the outside steering line while pulling the steering line which is on the inside of the curve.
Warning:
Continuous extrem braking my cause a negative turn! See 12.6.
8.4 Steering without controll lines The controll lines fail to fulfil its function always when a defective knot unties itself or when the steering line gets entangled because of the insufficient preflight checking. In such a case you can steer well enough with the back D-riser. Since this steering method can sooner bring to a interruption of the flow, you should carry out no strong manoeuvres.
9.1.
Decreasing Altitude by B-lines Stall
The Vector Series has a 4-point riser. With this riser system you can decrease height vertically without any danger. You should pull the B-risers symmetrically. After a starting effort (first 5 cm) pull the B-risers app. 30 - 40 cm downward. The air stream at the upper and lower side ceases gradually and the glider begins to descend vertically. In order to bring the glider back into the previous position, you should only let both B-risers go. It would be best that returning is smooth and quick, so that the glider comes to the normal gliding again as fast as
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possible. According to the intensity of pulling you can descend at the rate of 5-10m/s. This descending should be preferred to the steep spiral flying or full stall because this style of flying can be performed for a long time.
Attention: The B-lines stall is a descending help, in case of which the glider must be brought to the previous position on time!!! You must not descend deeper than the safety height of 150m over ground.
9.2.
Big Ears
The one or two outer A-lines are pulled on both sides for about 50 cm, causing the tips to collapse, allowing the glider to achieve a 3-6m/sec sink rate. The glider remains controllable through braking and weight shift. Releasing the A-lines opens the collapsed cells. If this doesn´t happen, then reinflation can be induced with the brakes. Never use big ears and a steep spiral together. You will overload the glider and brake it.
Full stall and spins should be avoided, as incorrect recovery with any paraglider can be dangerous. Decent manoeuvres should be practised in a safe manner so that proper technique can be applied in extreme situations.
10.1
Landing Approach
A wind sock, a column of smoke, flags or your own moving over the ground are indicators, which show the direction and force of wind. During the entire division of landing (counter-approach, transverse approach and final approach) the pilot controls the wind. You should always carry out final approach into the wind, which is critical because of the closeness to the ground and ground turbulence. You should turn into final approach at the height of 20-30 m at the latest. In order to adjust the height finely, you can pull brakes very carefully or fly S-curves, when you are still too high up. It is possible to fly the last 10m height at full speed or only lightly braking, in order to have enough speed reserves to flare out.
10.2
Landing
You should land at the height of approximately 2-3 m over ground. You should regulate the movements in such a way that 100% braking coincides with touching the ground. If you carry it out properly, the horizontal and vertical speed should be neutralised at the same time.
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Attention: In order not to damage the canopy while landing, it should tip over to the side or backwards, so that the air can escape from it without hindrance. If the canopy rushes to the ground with the edge, a high pressure can be created inside it in unfavourable situations. They are created when the edges are closed for a while and the canopy still has a relatively high speed, which is braked extremely quickly. The cells walls can be damaged as a result.
11. Towing The Vector series is suitable for towing because of its simple starting performance. You must pay attention to the prescribed flying conventions. An appropriate training is in any case a precondition for safe flying. You should consult a specialist concerning particularities of different winds. We stress that the necessary equipment for towing must also be licensed.
12. Extreme Flying Maneuvers 12.1 Symetrical Collapse Frontal collapsing can be caused in turbulences or by not braked flying out from a strong thermic. As a rule, the canopy opens again by itself. The opening can be accelerated by a cautious pulling of brakes from both sides.
12.2 Asymetrical Collapse Asymetrical collapsing is surely the most frequent trouble in flying. The first reaction must be counterbraking on the still opened side, in order to prevent turning. By counter-braking you can still maintain the direction even with very much collapsed glider. As a rule, the collapsed side opens by itself again. On the contrary, it is enough to pull the steering line deeply. In extreme situations you must repeat the procedure. Control the distance from the ground all the time!!! The most frequent mistakes in case of asymetrical collapse: - No, insufficient or to late counter-steering. Because of this, the glider flies away from the direction depending on the level of collapsing. The consequence is that the decreasing in height until the glider opens again is bigger than in case of proper actions. It lasts also longer until the glider is stabile again. This can be very dangerous especially when you fly close to the ground or slopes. - Pumping or counter-braking increase turning away from the direction. - Hectic pumping with the brake is by far not so effective as a calm, deep pulling (once or twice). - By “active flying” you can widely avoid asymetrical or frontal collapsing.
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12.3 Full Stall If you hold the steering lines in interruption of flow for a longer time (3-5 sec), the canopy deflates fully. The complete loss of lift and extremely strong sinking are the consequences. When you carry out a full stall the canopy fills suddenly again and speeds up forward. The slowlier you loosen the brakes, the smaller the acceleration of the canopy forward and the calmer the transition in normal flying. The optimal time of switching is app. 3-5 sec. If you carry out full stall to quickly, it can sometimes happen that the canopy drops, which you regulate as described in para 12.2.
12.4 Dynamic Interruption of Flow - Special Case of Full Stall Cause: Sudden pulling of both steering lines from full speed to interruption of flow. Outcome: The flying speed decreases abruptly to zero. The pilot swings forward due to inertia. A strong angle increasing follows on the profile, which leads to stall. If the pilot suddenly lets both steering lines go shortly after interruption of flow (e.g. out of fear), his entire weight increases the swinging even further. The canopy can then rush far forward, even until it comes under the pilot (the most unfavorable case). Measures: Under no circumstances let the controll lines go shortly after interruption of the flow. Stall the glide until the canopy is stabilized over the pilot. Returning to the position as described in para 12.3.
12.5 Parachutage The biggest danger of parachutage exists when the glider flies too slowly in turbulence. The consequence of the low speed the air stream disappears on the upper side of the canopy. The glider has no forward speed, you cannot hear any flying sounds. As the canopy remains completely open, it is relatively hard to establish this form of flying . In order to bring the glider back into position it is enough to release the brakes again. In case the parachutage is not completed, brake shortly both steering lines in order to achieve a slight tipping over of the canopy. Release both steering lines again and the canopy resumes flight. If the tendency of parachutage becomes more frequent as the paraglider becomes older it is necessary to check trimming and permeability to air of the fabric.
12.6 One-Sided Interruption of Flow - Negative Spiral A negative spiral emerges mostly during too slow thermic circling. If you increasingly apply brakes during the thermic circling in order to achieve better curve sinking, the flow comes to an abrupt end on the inner side of the curve at app. 80% / 100% of the controll lines position (e.g. left / right). The result is a fast spiral almost without a radius, with very small transverse incline. This flying style must under no circumstances be carried out on purpose! It is not possible to control it and it is very dangerous: it can cause screwing in of the pilot or piercing of the glider parts by the lines. In order to bring the glider back in position, you must definitely firstly stop the rotation, which is achieved by bringing the controll lines to 70-80% on both sides. Light counter-steering stops it more quickly. Only after you have stopped the rotation, loosen the brakes fully again. If you instead of this let the brakes abruptly go during the rotation, you can cause strong closing of the canopy from one side and piercing of parts of the glider by the lines.
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13. Folding 1.
Spread the paraglider on the back side, check if the risers are crossed the trailing edge with velcro. 2. Roll the surface from both sides one cell after another to the middle. 3. Sleek the air out the canopy from the back, roll it narrowly and fold it. 4. Put the bundle in the pack.
and fix them on
14. Maintenance Duration of the fabric can depend on proper care and correct maintenance. It is in your interest to prevent it from premature aging. The paraglider should not be exposed to unnecessary UV-radiation because it weakens the molecular structure of the cloth and lines and leads to fading and losing of firmness. Do not pull the paraglider unnecessarily over the ground, especially if it is rocky or covered with snow, because it damages the coating. Do not step on the suspension lines because the heart of the rope can be damaged invisibly. Storing: Keep the paraglider, harness and rescue parachute in dry rooms. Dry moist canopies before storing because otherwise they will become stained. Continuous high temperature (e.g. car trunk) can cause damage. Cleaning: Wash dirty canopies with clear water and sponge. Do not use chemical cleansers under any circumstances! Do not wash in a washing machine because it damages the coating so that the permeability to the air increases. Avoid contact with salty water as much as possible! If it happens anyway, rinse with fresh water. Apart from checking the paraglider before starting a flight, you should also check it in regular periods of time. The checking should include: - Control the upper and lower canopy and profile - see if suspension lines connections are damaged. - Control suspension lines - see if they are damaged especially on seams. - Control risers - see if steering lines are tied properly.
15. Repairs If the paraglider needs repair, have it done by the manufacturer of a special licensed workshop. Only there you can obtain the necessary original materials. Exceptions: Close the small cracks in the canopy, if they do not run transversely, with the self-adhesive fabric (available as a spare part). Do not treat with high temperature. Let the manufacturer check the paraglider in detail every two years or at latest after every 100 flying hours. They will replace all possibly damaged parts. The control serves the security of the pilot.
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16. Lengths of Suspension Lines Vector Small:
Vector Medium:
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Vector Large:
17. DHV Type certificate: 17.1.:Vector Small:
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16.2. Vector Medium
16.2. Vector Large
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