independence gliders for real pilots www.independence-world.com Owner´s manual Speed Biplace Stand 03.09.2004

Fly market GmbH & Co. KG Pröbstener Str. 15 D-87637 Eisenberg Tel.: +49 (0) 8364 9833-0 Fax: +49 (0) 8364 9833-33 Email: [email protected]

independence gliders for real pilots www.independence-world.com Table of contents: 1. 2. 3. 4. 5. 6. 7. 8. 9. 9.1. 9.2. 9.3. 9.4. 9.5. 9.6. 10. 11. 12. 13. 13.1. 13.2. 13.3. 13.4. 13.5. 13.6. 13.7. 13.8. 13.9. 13.10. 13.11. 14. 15. 16. 17. 18.

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Dear Independence Pilot Important information Targetgroup Construction and development of the Speed Material specification Technical specification How to check Your paraglider How to adjust Your steering lines Tandem specialties Harness Reserve Fixpoints of reserve Fixpoints of T-Bar Take-off technique Landing technique Flight Towing Paramotoring Maneouvers Asymetric stalls Cravats Fronttuck Deepstall B-line stall Steep spirals Big ears Fullstall Negative spins Wingovers Emergency steering Summary Care and storage Total linelength Speed Single linelength Speed DHV certification

independence gliders for real pilots www.independence-world.com 1. Dear independence Pilot It is our pleasure to welcome you to the world of Independence pilots. The new Speed paraglider was developed to suit pilots that enjoy superior performance, high speed and agility, but still want a high level of security. The Speed distinguishes itself through its unique handling and performance. Like every paraglider the Speed has its own characteristics. To ensure your best possible flying experience we provide this manual.

2. Importan information: It is most important that you read this manual before flying your new Speed We are not liable for misuse of your paraglider New paragliders must be flown by the seller first. This flight must be acknowledged in the protokoll by signature and date. The Speed must only be flown in combination with an authorised rescue system and harness. The pilot is responsible for pre-flight checks and condition of his/her and the passengers equipment. Usage of the glider is entirely at the pilots risk. Paragliding in itself is a very safe sport. But without consideration of important factors (weather terrain,equipment, proficiency a.s.o.) injury or even death can occur Fly market GmbH & Co. Kg is not liable for any compensation resulting from breach of these articles. This manual was produced to our best knowledge. However it might be possible, that due to technological changes or changed certificationtests and/or trainingstandards there will be some alterations. In any case it is advisable to be up to date on any changes. All technical information in this manual is based on material of computercalculations, technicians and testpilots. Due to the complex matter data like flightperformance and sizes might vary.

3. Target group: The Speed has been rated DHV class 1-2. It is suitable for commercial- as well as pleasureflights We recommend that every pilot should attend an over water safety clinic (SIV). Perfect control of the paraglider on the ground and in the air is the key to flying fun and the best way to ensure accidentfree flying.

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independence gliders for real pilots www.independence-world.com 4. Construction and development of the Speed The Speed consists of 48 cells, of which every second one is attached to a line. The V-bands ensure that the load on the line attachments is spread onto the adjoining ribs. This results in fewer lines without loss of airfoil shape, whilst maintaining profile integrity, and canopy stability. The resistance of the lines in the air is thus reduced as well as providing easier sorting of the lines before take off. We have used the best and up to date technical equipment to develop the Speed. 3D models were built on the computer and tests were simulated before production. All parts are tailored by computerised cutting machines and printed with inscriptions. Our development team has more than 15 years of experience in developing and producing paragliders and are supported by experienced test pilots. For computer freaks: We use a P3 multiprocessor workstation with two monitors. The cutting plotters are controlled by a SGI workstation. Our FlyCAD2000 program was specially developed for paraglider construction, is written in C++/Arx and is updated regularly. It is now used by nearly all other manufacturers. The Speed is a new milestone in its class.

5. Material data: The canopies of our paragliders are made of Porcher Marine Skytex Ripstop Nylon material with an E77 coating. A filament net is woven into this material which prevents ripping and increases the tensile strength along the seams. The polyurethane coating makes the material water proof and UVresistant. The material used for the lines is Edelrid HMA Aramid, these are made of a special Aramid formula and have been tried by the DHV and ourselves in multiple snapping and load tests.

6. Technical Data: Area flat Wingspan flat Aspect Ratio flat Surface effective Span effective Aspect ratio effective Weight Number of cells Take off weight min. Take off weight max. Load min Load max V-Trimm V-Max. DHV

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m² m A/R m² m A/R kg Nr kg kg kg kg km/h km/h Kat.

Small

Medium

39,65 14,67 5,43 32,66 11,69 4,18 6,2 48 130 180 3,26 4,67 36-39 >50 1-2

43,93 15,44 5,43 40,66 12,30 4,18 6,7 48 140,0 220,0 3,19 5,01 36-39 >50 1-2

independence gliders for real pilots www.independence-world.com 7. How to check your paraglider Every paraglider delivered is tested and measured by us. Nevertheless we advise you to check your paraglider for the following criteria. You should also follow these instruction after a long intensive flight or an accident on landing, eg: tree landing. Check: the seams where the lines attach, and the canopy for any damage. that all the lines have been sewn correctly and are free of damage. that all the line locks have been screwed up properly and the plastic inlets are tight. that all ribs and V-attachments are free of rips Every fault no matter how small must be checked and repaired by a professional. A damaged paraglider is not air-worthy.

8. Steering/brake lines: The two steering/brake lines lead up to a line cascade which is fixed to the trailing edge. On the risers the steering lines run through a pulley and are connected to a handle. These handles are fixed to the risers with a push button when not in use. The length of the steering lines is set correctly at the factory. They have to have at least 5cm of free play and must only be adjusted by a qualified flying instructor or the dealer. The improper adjustment of the steering lines can cause severe changes to inflight behaviour.

9. Tandem specialities The following pages are not intended to describe how to fly a biplace. We rather want to point out some details of biplaceflying, which were taught in the biplcace training already.

9.1 Harness: Due to the reserve (ref 9.2) the pilot should use a special tandemharness. This is optimized for tandemflying. For the passenger a harness with a certfied protector should be used. Especially "pedestrians" on their first flight tend to sit down at takeoff and landing. The risk of getting hurt diminishes with a protector. Most of the time a soloharness will be used for the passenger. That is ok, as long as the reserve is taken out, to assure it is not being used by the passenger in a panicreaction

9.2. Reserve parachute Tandemflying requires a special reserve.It needs to be certified and the max load needs to be equal to, or higher than the max load of the paraglider. This is important to know, because the max allupweight of the large Speed is 220kg, but most tandemreserves are certified up to 200kg only. Such a combination can be used, however the maxweight of the wing will be reduced to the maxweight of the reserve. Never use two soloreserves! In case of deployment the situation could be uncontrollable!

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independence gliders for real pilots www.independence-world.com 9.3. Fixpoint reserve Generally the reserve must be attached to the centralattachement of the T-bar on both sides. Usually tandemreserves feature a V-line, to attach it to both sides of the T-Bar. If this should not be the case, it is advisable to acquire a certified V-line. Not authorised as attachment for the reserve: -Attachment to the pilotharness. In case of deployment the passenger will hang 1 m lower than the pilot and, when landing, the pilot crashes with his knees into the back of the passenger. -Almost equally inadvisable is the attachment to the passengerharness. -One sided attachement, no matter at which point.

9.4. Fixpoints of the T-bar The regular fixpoint for the paraglider is pos. 1. If the passenger is lightweight, to balance the weight pos.2 can be used Usually the pilot clips in at pos. 3, the passenger at pos. 5. The passengerfixpoint can be recognised as being the longer side of the T-bar. Alternatively the pilot can use pos. 4 and the passenger pos. 6. This depends on the weight and size of the pilot/passenger and the attachmentheight of the harness

Pos.2

Pos.1

Pos.4 Pos.3

Pos.6 Pos.5

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independence gliders for real pilots www.independence-world.com

9.5. Takeofftechnique There are two techniques: a), passenger in front of the pilot: This has the advantage that the forward force of the pilot and the passenger will ad. It is advisable mainly in stronger wind. With little wind runningdistance will be longer and running fast behind each other is difficult. There is a risk of pilot kicking the heels of the passenger. Passengerstumbling or sitting into the harness too early can not be covered by pulling the passenger into the air. Most probably the pilot will topple over the passenger without aborting the takeoff propperly. With this launchtechnique the passengers best grabs a hold at the loop of the t-bar above the carabiners of his own harness. b)Passenger beside the pilot: The advantage of a sidebysidelaunch is a better freedom of movement and better ability to run.If the passenger sits down too early, or if he stumbles the pilot can pull forward the passenger or abort the takeoff in a controlled manner.The pilot also has a better visibillity of the ground ahead and can better steer the passenger in any direction.

9.6. Landingtechnique Just like with takeoff, there are two different landingtechniques: a) Passenger in front of the pilot: With stronger headwind this is without problems, since no running is neccessary. Otherwise You can encounter the same problems as in takeoff. b)Passenger beside the pilot: As with the takeoff, running is much easier, especially with no headwind.In case of a fall, the pilot will not hurt the passenger by falling onto him.If landing sidebyside plan for a long final, to shove the passenger to the side in time with the leg.This pushing to the side should remind the passenger that the final stage of flight begins and that he should erect himself upright.The passenger hanging on the side could lead to a slight turning tendency, which has to be counteracted.

10. Inflight: The following pages are not intended to describe how to fly a paraglider. We rather want to show you the Speed’s specialities and give you important information regarding in-flight behaviour as well as safety for passenger and pilot..

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independence gliders for real pilots www.independence-world.com 10.1.Take off preparation Before every take off the paraglider must be checked visually for possible damage. The easiest way to take off with the Speed is to lay it out in an arc so all A-lines are under the same tension. We generally advise using just the middle A-risers, but using all risers is not a problem. In flat take off areas you may need to make two steps before the lines come under tension. In other circumstances we advise tensioning the A-lines lightly. The most important issue whilst launching the glider is not the force used, but applying a constant pull. The Speed is very easy to launch, but you may need to brake slightly in stronger wind conditions or steep take off areas to prevent the wing from overtaking.

10.2 Take off run: During take off the Speed shows no peculiarities. When launching in stronger winds, you can avoid a premature take off by moving under the paraglider whilst launching it.(reverse launch: step forward). The best way to train for taking off in strong wind conditions is by regular ground handling practice.

10.3 Level flight: With loose steering lines, depending on the wing loading, the Speed reaches a flying speed of 36 to 39 km/h. In calm conditions the Speed flies at minimum speed if the pull is approx. 60 cm. In turbulent air we advise flying with the brakes pulled down 5 - 15 cm. The angle of attack is higher and this makes the wing more stable. All measurements are relative to the brake lines under no tension

10.4.Accelerated flight: The Speed has one peculiarity: as the first biplace it uses a speedsystem like the solowings. To minimize the actuationforce it has a second pulley. There are two ways of using it: 1st by a conventional leg-speedbar,and 2nd by hand. When using the speed system with your feet, the angle of attack is reduced and the Speed flies up to 12 km/h faster. Due to the increased speed the reaction of the canopy is more dynamic in collapses. For your own safety you should only accelerate in calm wind conditions with ample ground clearance. Sharp reactions during accelerated flight must be avoided, as the low angle of attack increases the chance of a collapse.

10.5. Use of the speedsystem:

Normal flight

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Accelerated flight

independence gliders for real pilots www.independence-world.com 10.6. Inflight: The high agility of the Speed is due to his unique steeringfeature: On the first 15cm of pull you have the most direct reaction. From then until reaching stallspeed the effectivity diminishes gradually. Thus it is not necessary to pull hard on the brakes to force the wing into sharp turns, wingovers or spirals fastly. Our testpilots agree, that the Speed is flown most comfortably and most effectively with brakes between idle and maincarabiner. Flying actively is advantageous as with all modern paragliders. Agility improves with weightshifting, good performance can be reached and the stability of the wing is much better

10.7. Landing: The Speed is easy to land. With a little training you will find landing on the spot easy. We recommend you slow the paraglider down steadily rather than “pumping” it, should you come in too high. Be careful not to stall the paraglider, and do allow space to correct for possible turbulence and a lack of wind near the ground.

11. Winch launching (Towing ): The Speed is certified for tow launches. You should however discuss the requirements of towing with a flying instructor or the person in charge of the winch. Towing is only permitted when the person in charge of the winch has a valid winch license. The equipment needed for the tow must also be certified.

12. Using a paramotor: Presently the speed is not yet certified for paramotoring. However some paramotor manufacturers are applying for certification. Latest development can be requested from the manufacturer or the DULV ( German microlight association).

13. Flying manoeuvres: 13.1. Asymmetric Collapse: Should one side of the Speed's wing collapse in turbulent conditions there is no need to panic. Its good natured flying behaviour in extreme situations will ensure that it reopens quickly. To minimise height loss and amount of turn, move your weight to the open side and pull the steering line down to the height of the main carabiner. Big collapses will re-opened quicker by steady pumping of the collapsed side of the paraglider. But don't forget to release pressure on the brakes as soon as the canopy is open.

13.2. Cravats: Extreme situations can cause the wing to cravat, the collapsed cells getting caught up in the lines. Should this happen, you must immediately stop the inevitable rotation. This is done by opposite braking. Should the rotation happen near the ground, and continue despite heavy steering you must use your reserve parachute. If you have managed to stop the rotation but are nearing the ground, try to pull out the cravat by energetically pulling on the brake lines on the folded side to try to reopen the glider. Should this be unsuccessful pull the folded side in even further using the outer A-riser. The last possibility to handle bad cravats is to pull the stabilo line, attached to the Speed's B-riser. Last resort with enough height could be a fullstall.

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independence gliders for real pilots www.independence-world.com 13.3.Symmetric or Front tuck (Frontals): A tuck of the complete leading edge might look spectacular, however it is not dangerous. No rotations occur and the paraglider quickly reopens unassisted, to return to normal flight again. Braking evenly on both sides will speed up the opening of the leading edge.

13.4. Parachutal Stalls: Letting go of the B-risers too slowly exiting a B-stall with old porous material , damaged lines or ribs, pulling the C or D-riser or incorrect take off weight can result in the glider going parachutal, i.e. falling vertically but still holding its shape. You can tell whether or not your paraglider is parachutal, as the flying noise can hardly be heard even though the brakes are free and you are sitting in an unusual position under the canopy. Normally, letting up on the steering lines will allow the glider to resume normal flight. If the canopy and the lines are in good working condition, the Speed will speed up again automatically after 2-3 seconds. Should this fail to happen you must pull the A-risers down approx. 5cm. If the paraglider goes parachutal repetitively, have it checked by your dealer.

13.5. B-line stalls: A B-line stall with the Speed is easy and performed as a normal descent technique. The pulling down of the B-risers takes a lot of effort for the first 10cm, however the B-stall is easy to hold once started. When ending the B-line stall you just have to let go of the risers quickly to avoid the glider going parachutal.

13.6. Spiralling Spiralling is the most efficient way to descend quickly. However, this causes a lot of strain for the paraglider as well as the pilot. Please be aware that, according to your fitness, outside temperature (cold) and descent rate, you could loose consciousness. Many pilots lower their breathing rate or start hyperventilating, both of which heightens the risk of loosing control. With the first signs of sickness, weariness or blurred eyesight you must stop spiralling immediately. Nearly every paraglider reaches the point where the canopy's leading edge points down (rolls over) and may remain in this position even if the steering lines are let go. (deep spiralling). Up to a descent rate of 14m/sec (as required by the DHV) the Speed has no tendency to deepspiral. Harnesses with high hanging carabiners or if the distance between the carabiners is not set correctly, can have a negative effect on spiralling even with lower descend-rates. You can achieve a higher descent rate through slight braking of the outside wing without the Speed rolling over. On rare occasions a glider can drop into a deep spiral from a slow descent. The reason may be that the pilot's weight is still leaned towards the inside of the turn after releasing the inner steering line. A deep spiral can be stopped by shifting your weight to the middle and applying some counter braking.

13.7. Big Ears : Big Ears is a simple, but not too effective way of descending. It is more suitable for reducing the glider's performance. Too severe pull down of both sides reduces the speed but increases the risk of a stall. You can increase the descent to approx. 5m/sec and halve the gliding performance. Please note: Never attempt tight turns or spirals with Big Ears, as the A-lines will be over stressed.

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independence gliders for real pilots www.independence-world.com 13.8. Fullstall: You can only induce a full stall by pulling the steering lines down by more than 70 cm and remaining in this position for more than one second. When stall speed is reached the canopy will empty itself at once, the pilot is hurled forward and the impression is given that the canopy falls backwards. It is vital to keep the brakes pulled down until the empty canopy is above the pilot again (this will take 3-6 seconds). If you let go of the steering lines with the paraglider still behind you, the glider will shoot forward and dive in front. Not until the glider is above the pilot let go the steering lines quickly and symmetrically. The perfect ending to a full stall should take place in two steps: 1) slow refilling of canopy (slow loosening of brakes, approx. up to the shoulder) until the canopy is reopened completely, then 2) slowly releasing the brakes altogether

13.9. Negative Spins: Pulling down hard on one brake can cause the air stream to break away on that half of the wing. A reversion of the air-stream direction can occur. The slowed half flies in the opposite direction. The paraglider then turns around its vertical axis. Inadvertent spinning must be stopped by immediatelly releasing the brake Please do only attempt to induce negative spins under the instructions of an experienced trainer and above water.

13.10. Wingover: During severe wingovers the glider can be up to 90 degrees of angle (ie pilot out horizontally). This is an illegal acrobatic flight manoeuvre and is prohibited. At up to 60 degrees of angle the Speed will not collapse if properly handled.

13.11. Emergency steering In the event of loosing control of the steering lines, the Speed can be flown easily with the rear risers. A stall happens quicker when steering with the rear risers as opposed to steering with the brake lines, being an average of approx. 20cm with the Speed. Light turns can be flown using the stabilo lines or by shifting your weight.

14. Summary: For a quick descent the best ways are B-stalls, spiralling and Big Ears. All other flight manoeuvers are considered as artistic flying and just as dangerous. Full stall and spins are only to be flown over water.

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independence gliders for real pilots www.independence-world.com 15. : Care and storage: Your safety in the air depends on the condition of your paraglider. A maintained and properly used paraglider will last a long time, In order to maintain your Speed’s condition for a long time we would like to give you the following advice: -Over time the UV rays will damage the material of the paraglider. Therefore don't leave the Speed out in the sun unnecessarily. -When you pack your paraglider make sure that it is not always folded in the same way. -Put the cloth bag that comes with the glider underneath it when folding it up to ensure that the material of the glider is not damaged. -Curl up the lines as little as possible with no sharp kinks. -Store your glider in a dry place. In case it gets wet lay it out to dry as soon as possible (but not in the sun). -Store the paraglider well away from chemical gases or fumes. -Clean your paraglider only with clean water and do not use brushes or hard rubbing. -Do not use chemical detergents. -Small cuts in the material, if they are not anywhere along the seams, can be mended provisionally with sticky material. Other damage like large cuts, cuts along the seam, ripped line loops, torn or damaged lines must only be repaired by an authorised dealer. - Insects in the cells should be removed alive, not just for animal care reasons, but the insect secretion is acid and can damage the fabric. -Every alteration of the canopy, unless authorised by the DHV or the dealer, results in the glider's certification expiring.

16.1. total linelength Speed Biplace Small without risers in cm

Stabi 13e

12

11

10

9

8

7

6

5

4

3

2

1

A

7605

7770

7885

8040

8235

8370

8390

8430

8515

8485

8465

8490

8560

B

7600

7715

7855

8005

8180

8305

8315

8345

8420

8395

8370

8390

8460

C

7605

7770

7860

7995

8200

8340

8350

8385

8450

8440

8410

8430

8500

D

7635

8090

8280

8445

8465

8510

8585

8575

8555

8575

8640

Bremse

8230

8325

8485

8750

8825

8895

9015

9040

9115

9250

9295

9425

Bremse

8270

8400

8620

8775

8865

8970

9005

9080

9200

9245

9360

9540

16.2. total linelength Speed Biplace Medium in cm

Stabi 13e

12

11

10

9

8

7

6

incl. Risers

5

4

3

2

1

A

8430

8605

8725

8885

9090

9235

9255

9300

9385

9370

9350

9375

9450

B

8435

8560

8690

8850

9035

9165

9175

9210

9285

9275

9250

9270

9345

C

8450

8620

8725

D

8500

Bremse

8590

8690

Bremse

8630

8765

12

8885

9080

9215

9225

9260

9330

9335

9305

9325

9400

8965

9165

9335

9355

9405

9480

9485

9465

9485

9555

8855

9135

9215

9285

9415

9440

9520

9660

9710

9845

9000

9165

9255

9365

9400

9485

9610

9655

9775

9965

independence gliders for real pilots www.independence-world.com 17.1. Single linelength Speed Biplace Small Profil Nr.

Stabi 13e

A - Ebene

189

12 205,5

11

10

9

8

7

6

5

4

3

2

1

217

232,5

252

171

173

177

185,5

184

182

184,5

191,5

237,5

237,5

172,5

174,5

237,5

237,5

177,5

179,5

237,5

237,5

193

195

237,5

237,5

Gabelleine

237,5

Stammleine B - Ebene

188,5

Gabelleine

261,5

427,5

276,5

294

164,5

200

Stammleine C - Ebene

237,5

570

570

168,5

237,5

237,5

170

173,5

237,5

237,5

522,5

189

Gabelleine

165,5

426 176

175

427,5

278

298,5

169

205,5

181,5

426 180

180,5

186,5

520 Stammleine D - Ebene

426,5 192

264,5

287,5

306,5

180,5

Gabelleine

182,5

187

237,5

237,5

Stammleine

Bremse oben

425 194,5

195

425,5

121

125

130,5

138

146,5

160

138

Bremse mitte

140,5

145,5

143,5

140,5

Bremse unten

146,5

154

148,5

146,5

399,5

147,5

201,5

424

151

149,5

147,5

153

161,5

154

153

294

153,5

156

153,5

303

Bremse Griff

158,5

162,5

174

162,5

315

300+25

17.2. Single linelength Speed Biplace Medium Profil Nr. A - Ebene

Stabi 13e 199

12

216,5

11

10

9

8

7

6

5

4

3

2

1

228,5

244,5

265

180

182

186,5

195

193,5

191,5

194

201,5

Gabelleine

250

Stam m leine B - Ebene

199,5

Gabelleine

275

291

600

309,5

173

Gabelleine

174

177,5

250

250

179

182,5

250

250

192

197

250

250

550

201

250

250

450

212

Stam m leine C - Ebene

250

600

450 185

184

181,5

188,5

250

250

187

189

250

250

450

294,5

314

178

218

191

450 189,5

190

196,5

550 Stam m leine D - Ebene

450 206

278,5

302,5

322,5

190

Gabelleine Stam m leine

Brem se oben

Brem se Griff

205

203

205

250

250

450

127,5

131,5

137,5

145

154

168,5

Brem se m itte

Brem se unten

450 204,5

145

148

153

151

148

420,5

154

154

309,5

162

156,5

155

212

450

159

157,5

155

161

161

319

170

162

161,5

167

161,5

164

171

183

171

331,5

310 + 25

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independence gliders for real pilots www.independence-world.com 18. DHV certification

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