Manual

Welcome to Congratulations on your new PARATECH P26.We wish you many enjoyable flying hours on your new glider. Please fill out your warranty card and send it to: PARATECH AG, Beim Alpenblick, CH-9057 Weissbad This ensures the registration of your paraglider. At the same time we will also be able to inform you of new developments at PARATECH and if necessary send you important technical information regarding your PARATECH P26. PARATECH’s goal is to optimally integrate the pilots needs into the development of a new paraglider. We are always looking for ideas and recommendations to improve the quality of our gliders. If you as owner and pilot of a P26 have any questions which your dealer is unable to answer please contact us directly. We are happy to answer all questions. Please fill out the warranty card below and return to us. PARATECH will reward you with a small surprise.

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PARATECH AG Beim Alpenblick CH - 9057 Weissbad

Manual for

P26

(as of 04/01/2003) In order to feel comfortable with your glider first read this manual carefully. This way you will learn quickly and completely how to handle your glider. Additionally, the instructions in this manual include safety advise and how to take care of your new equipment. In case you sell your glider please pass this manual on to the new owner. Any unauthorized modification of this paraglider will void the permission to operate this glider. Continuing to use the glider is at the pilots own risk. It releases the manufacturer and dealer of any responsibilities and liabilities. This manual includes the DHV “Luftsportgeräte-Kennblatt”. Every Pilot is responsible for his/her own safety and it is up to him/her to pre-flight check his/her equipment for safety and wear before every launch. Only licensed pilot or pilots under supervision of a licensed instructor are permitted to fly the P26. You are not permitted to fly the PARATECH P26:

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outside the minimum or maximum range of the permitted hang weight

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with more then a 60 degree banking angle

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with motor, unless permitted by DULV

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in rain, snow, clouds or fog

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in moist, respective wet condition

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in turbulent weather

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Acrobatics are dangerous and not permitted

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with inadequate experience or schooling of the pilot

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Table of Contents: 1 Characteristics of the PARATECH P26

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2 PARATECH Technology

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2.1 Computer Aided Design

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2.2 Shape of Canopy

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2.3 Airfoil

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2.4 Cell Opening with PAF (Permanent Air Flow)

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2.5 Reinforcement

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2.6 Diagonal tapes

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2.7 Risers

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2.8 Line-Layout

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2.9 Cascading Lines

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2.10 Line Controll

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2.11 Material

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2.12 Colors

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2.13 Conclusion

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3 Competable Harnesses

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3.1 General

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3.2 Adjusting a Paraglider Harness with adjustable Cross Straps

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3.3 PARATECH M series

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3.3.1 Basic Package

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3.4 PARATECH A series

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3.4.1 Basic Package

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3.5 Accesories

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4 Flying

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4.1 Risers with Speed System

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4.1.1 The Speed System of the P26

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4.1.2 Accelarated Flying

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4.2 Preflight Check and Preparation

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4.3 Forward Launch

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4.4 Spiral and Spiral Dive

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4.5 Thermal Flying and Flying in Turbulant Conditions „ Proactive Flying“

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4.6 Landing

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4.7 Winch Towing

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5 Fast descend with over 15ft/sec. Sink Rate

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5.1 B-Line Stall

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5.2 Spiral Dive

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5.3 Ears and Big Ears with Speed System

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6 Extreme Flight Maneuvers

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6.1 Deep Stall or Parachuting

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6.2 Asymetric Deflation/Collapse

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6.3 Frontales Einklappen / Frontal Deflation/Collapse

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6.4 Line Over or Cravatte

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6.5 Negatve Spinning

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6.6 Full Stall

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6.7 Emergency Steering

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7 Care, Packing, Repair and Check-Up

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8 Final Remarks

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9 Technical Documantations

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9.1 Technical Datas

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9.2 Line Plans

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9.2.1 P26 (all sizes)

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9.3 Permits

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9.3.1 P26 S

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9.3.2 P26 M

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9.3.3 P26 L

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1 Characteristics of the PARATECH P26 We recommend the P26 to pilots during and after instruction, to pilots, who enjoy carefree flying. But also experienced pilots looking for a simple paraglider will be happy with the P26. Its easy flight characteristics are hard to beat. Glide and sink rate as well as speed range of the P26 easily compete with paragliders with a higher DHV rating. Handling the P26 is direct, balanced, forgiving and offers high safety reserve. Though the P26 is user friendly, the pilot still has to follow the rules of controlled paraglider flying techniques. Flying without being actively involved is dangerous as with any other flying vehicle. The P26 was designed as all other PARATECH paragliders with highest priority on safety. The design team reached a break through in stability in connection with performance, fun and balanced handling. Longtime experience and intensive development combined with continuing refinement and rework of the glider resulted in a mature paraglider comparable with the best in today’s market.

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2 PARATECH Technology 2.1 Computer Aided Design In order to develop the pattern for the P26 canopy we used a variety of ComputerAided-Design software. The fabric is cut with highest precision by a computerized cutting machine.

2.2 Shape of Canopy The P26 is captivating with its elegant and esthetic shape and at the same time maintaining a high aerodynamic quality and passive safety.

2.3 Airfoil The P26’s airfoil was researched and refined by PARATECH in intensive and involved calculations and test flights. Different airfoils spread over the total canopy optimize the lift. This is the reason for a balanced combination of performance and stability.

2.4 Cell Opening with PAF (Permanent Air Flow) We named our newly developed geometric zigzag design of the cell opening PAF, short for ’’Permanent Air Flow’’ .It consists of a consecutive development of partially closed cells. This allows for a even, quick and dependable inflation at any angle by smallest cell opening. This explains the extremely easy launching by high trimspeed of the P26.

2.5 Reinforcement Careful design of the reinforced areas of the P26 takes care of the strength at critical points while permitting easy inflation at launch and quick reinflation from collapses due to turbulence.

2.6 Diagonal tapes Diagonal ribs were also used for the P26. The extreme light construction makes it possible to have fewer hang points at a high cell number, great aerodynamic quality and lowest canopy weight. The diagonal ribs have a big influence on the performance potential and the aesthetic of the P26.

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2.7 Risers The PARATECH P26 is equipped with a 4 part riser with an additional speed system attached. A second A-Riser makes ’’Big Ears’’ easier .Optimal simplicity for launching. B-Stall possibility, steering with D-Risers and perfect geometry for accelerated flying plus weight specified strength where the most important aspect during development of the risers.

2.8 Line-Layout The clever line layout of the P26 allows for a layout which not only warranties a paraglider with great strength but also exceptional flight performance and launch handling. This line layout is also reduces the hindering air resistance to a minimum.

2.9 Cascading Lines The trailing edge is steered with the cascading lines. The design permits one to handle the P26 with very little pull on the steering line and without negative spinning. The brake lay out is arranged so that even the pilots who over compensate will be absorbed by the P26.

2.10 Line Controll All lines used by PARATECH are prestreched and are measured and sewn with highest precision. Every P26 receives a well documented final line length control.

2.11 Material The top surface and cell walls consist of an special coated water repellent Nylon fabric of highest quality. Next to superb durability this fabric is also highly colorfast, diagonal elastic and does not stretch out of shape. The bottom surface consists of a extremely pliable Nylon fabric with high tear resistance. The ribs are sewn of a Nylon fabric made to handle optimal stress. The P26’s lines are made with a HMA center (High-Molecular-Aramid) coated with a PE synthetic for protection. A combination of lines with a diameter of 1.8 mm,1.3 mm and 1.1 mm and a maximum pull of 229 daN, 144 daN and 114 daN are used. The advantage of this combination is an extremely small stretch and an precise defined elasticity with high pliability and long durability.

2.12 Colors The P26 is available in many tasteful color combinations.

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2.13 Conclusion It took many months of intensive labor to develop the P26. Even the smallest details were designed with much care and thought. With the P26 PARATECH has reached the goal to create a modern paraglider which will give its pilots many flying hours of pure joy. The P26 pilot can approach any flight situation with the confidence to have a paraglider with high stability tested under extreme conditions by an experienced PARATECH development team.

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3 Competable Harnesses 3.1 General The following permits apply to the P26 in Germany and Austria: The P26 can be flown with any common paraglider harness which does not have fixed cross straps (all harnesses of the DHV GH category). Harnesses with fixed cross straps (Harnesses in the DHV GX category) are not suitable for the P26 because they can negatively interfere with the handling as well as with some of the safety relevant parts. This is the reason that we did not include this type of harness (very few on the market) in our DHV registration. Also not included are some special harnesses made for only specific gliders (for example permanently attached steering harnesses). To find out which category a harness is assigned please check the permit label. Almost all harnesses manufactured after 1993 are DHV GH rated. A list of DHV regulated harnesses separated by categories can be obtained from the DHV.

3.2 Adjusting a Paraglider Harness with adjustable Cross Straps The more you tighten the cross straps the less likely the pilot will dip sideways during turbulence. The more you loosen the cross straps the more maneuverability you have to support the steering of the paraglider with weight shifting.

3.3 PARATECH M series We especially recommend the PARATECH M series for the P26. The basic M series is complete and captivates with variable reserve chute position, comfortable seat and detailed functionality.

3.3.1 Basic Package •

Automatic closing of leg and chest straps

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Safe-T-Bar, slip-out prevention by open leg straps

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Variable reserve chute position: back, side or front

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Container to store the AIRBAG back protection, glider bag, etc. The AIRBAG back protection is included in the basic package

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Automatic Twistlock Carbines

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Big back pocket

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Automatically fitting elastic shoulder straps

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Harness made of CORDURA for optimal quality and lasting enjoyment

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Double sewn and integrated reserve chute attachment with Velcro guide

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Pulleys and eyes for speed system attachment

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Seat board angle adjustable during flight

3.4 PARATECH A series The basic package of the A series is complete and captivates with incredible seat comfort and perfect functionality.

3.4.1 Basic Package •

Automatic closing of leg and chest straps

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Safe-T Bar, slip-out prevention by open leg straps

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Container to store AIRBAG back protector, glider bag, etc. The AIRBAG back protector is included in the basic package.

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Automatic Twistlock Carbines

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Big back storage bag

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Automatically fitting elastic shoulder straps

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Harness made of CORDURA for optimal quality and lasting enjoyment.

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Neoprene side cover each with a practical pocket

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Double sewn and integrated reserve chute attachment with Velcro guide

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Pulleys and eyes for speed system attachment

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Seat board angle adjustable during flight.

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Back pocket with integrated top container for reserve chute and shoulder positioned reserve release handle

3.5 Accesories •

Water container for weight 9

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Instrument cockpit

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4 Flying 4.1 Risers with Speed System

Risers without Speed System

accelerated

4.1.1 The Speed System of the P26 The footrest lines are moved with the on the risers with Brummel hooks attached speedlines. The footrest lines are guided by the on the harness attached pulleys. Adjust the length of the footrest on each side of the foot pedal so that with stretched legs the speed system is fully engaged which means, both pulleys touch each other. As you release the foot pedal it should not cause the risers to shorten and the foot pedal should not touch the seat board. Please adjust your speed system on the ground. Sit in your harness and have a helper holding your risers up. Most of the flying is done without using the speed system. To fly with speed for best glide in quiet air do not use the speed system. It is being used to fly faster then the best glide ratio in windy conditions. The speed system is especially helpful to improve the glide angle when flying against the wind or up wind. Also for a quick decent after big ears use the speed system. (page 17)

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For lowest sink rate brake with approx. 8 – 12 inches. To fly slow in thermals to gain altitude is senseless and extremely dangerous. The speed system works as follow: Stepping on the speed bar pulls down the A-Riser first and afzer 2 cm A- and B-Riser together. This causes the C-Riser to shorten half the length of the B-Riser. The DRiser stays unaffected. The effect of this action causes the penetrating angle of the glider to become smaller and increases speed. The glide stability of the P26 stays the same do to special adjusted geometry of the speed system which is very important for its practical use on the P26.

4.1.2 Accelarated Flying Please use the integrated speed system sparingly. The more turbulent the conditions, the less distance to the ground, the less one should use the speed system. The speed reached using the speed system is great and can not be underestimated! Attention: It is absolutely senseless and even danger to accelerate and brake at the same time. Because of a small penetration angle in accelerated flight, the leading edge of the glider becomes more sensitive to turbulence. Simultaneous braking causes the lift to shift to the trailing edge and unloading the leading edge. When turbulence induced unloading of an accelerated canopy occurs gently release speedbar and only after complete stop of acceleration start working with the brakes.

4.2 Preflight Check and Preparation Careful pre-flight check is mandatory for any flight equipment including the P26. Following points need special attention: 1) While opening you glider check cells and cell walls for damage. Even check while folding your glider because after the last flight some damage could have occurred during transportation. 2) Check lines for knots or twisted lines. Check for damaged or frayed lines. Have your lines measured and compared to the line chart on a regular basis to make sure the lines have not stretched or shrunk.

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3) Check also the steering lines which should lead unobstructed like all other lines to the canopy. Check the tying of the main steering line. Both steering lines should be the same length. The correct length of the main steering line from the branching point to the ring on the handle should be compared to the line chart and is not allowed to be changed. 4) Inspect your harness and check that all locks are close. 5) Check that all carbines and hooks on the straps are closed and the straps are not twisted. 6) Only fly with a full faced helmet and good flying boots. Unfold you glider in a half moon shape and pay attention to the following guide lines: 1) Lay out the paraglider so if you pull up the glider with the A-Risers the center lines are tense before the lines on the wing tips. This assures a pull- up in the right direction and with ease. 2) Check wind direction while laying out your paraglider. Pulling into the wind inflates both sides of your glider in a symmetric manner. 3) Separate the line sets carefully and organize the risers. All lines must run free and untangled from the risers to the canopy. Pay attention to the steering lines that they are unobstructed and can not catch on anything. 4) If the risers are not twisted, the steering lines move freely through the pulleys attached to the D-Risers and to the trailing edge of the canopy. 5) Be very careful that none of the lines run under the canopy. A line-over at launch can be devastating.

4.3 Forward Launch After your pre-flight check, hold the A-Risers and steering line handles. Hold the lines stretched, the arms an extension of the A-lines. Take a step back and move even forward pulling up the canopy with the momentum of your body weight. The dependable P26’s canopy will inflate and rise over the pilot. Keep your arms extended in line with the A-lines. As soon as you feel the tension ease (at this point the canopy should be above the pilots head) break a bit. Look up and check that your canopy is completely inflated and stays above your head. At this the point make the decision to launch while your P26 is patiently waiting for the launching acceleration of the pilot.

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Leaning forward take a few steps releasing gently the brakes and launch. Brake a bit to fly with the speed of the lowest sinking rate. This position of the steering line is also the position in which the P26 has the most stability in turbulent conditions.

4.4 Spiral and Spiral Dive The P26 is flexible and reacts direct and immediate to steering impulses. It is possible to fly flat spirals with minimal sink or spiral dives with high altitude loss. A combined steering technique (weight shift and pull on curves inside brake line) applies best in any situation while flying spirals. The radius of the spiral can be controlled by careful pulling of the steering lines. One sided strong pulling of the steering line sends the P26 clearly leaning to the side in a fast and steep spiral which can be converted to a spiral dive. A spiral dive can be induced by pulling gradually on the inside brake and weight shifting. The bank angle can be controlled by slowly pulling or releasing the inside steering line. Pay attention that you finish the spiral dive with enough distance to the ground. Come slowly out of the spiral. The P26 has no tendency for a stable spiral dive. By high sink rate or to much weight shift on the spirals inside multiple turns are to be expected. Proactive finishing of a spiral should be mastered. If under bad conditions (unintended asymmetric or cross tension) the glider continues to spin take active control to ease out of the spiral. Attention: If the steering line is pulled to hard or to far the canopy could go into a negative spin. To induce a spiral dive always let the brake line on the outside go.

4.5 Thermal Flying and Flying in Turbulant Conditions „ Proactive Flying“ In thermal conditions it is recommended to steer the slowed paraglider by pulling the steering line and releasing the outside steering line about halfway, on which the inside brakeline is pulled ( opposite move of the steering lines). Fly the P26 in turbulent conditions with slight brake. This causes the penetrating angle to become larger and gives stability to the canopy. It also allows the pilot to feel the brakes through the canopy and makes it possible for him to quickly pull the brakes the moment he feels the tension go, to prevent a collapse. Depending on the strength and turbulence this can consist of 100 % of the brake way, though 100% brake way means symmetric steering loss which then – under stationary conditionparachuting begins.

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Entering a strong thermal or partial thermal pay attention that the canopy does not fall behind the pilot and get caught in a dynamic current. This can be prevented by loosening the steering line as you enter the lift to gain some speed. Conversely when the paraglider enters or leaves an up-draft or a thermal and flies ahead of the pilot the glider needs to be slowed down. Speeding up (using the speed system) makes sense in order to cross a down wind zone or by cross wind. This type of flying is called proactive flying“. Already constructed as a stable paraglider, a proactive flying style in turbulent air as prescribed above, supports the safety of the pilot and can help prevent the collapses and deformations of the canopy.

4.6 Landing The P26 is simple to land. Begin the landing in a straight approach into the wind slowly increasing the brake application and stand up. About 3 feet above ground pull the brakes totally and lean slightly forward. If there is a strong cross wind brake less. Landings coming out of a spiral and quick flight direction changes before landing are not recommended because of the pendulum effect. Attention: Overshooting of the canopy, which then slams with air filled cell opening ahead on the ground can pop the cells ( paper bag effect).

4.7 Winch Towing When winch towing with the P26 make sure the glider is vertical above the pilot before starting. Don’t use too much pull in the beginning phase so that the pilot is pulled up in a flat angle. Tow line pull more then 90 kp is not permitted with the P26 M and P26 L. For the P26 S only a maximum of 70 kp tow line pull is permitted. In any case the maximum tow line pull should not exceed the pilots body weight. Germany permits winch towing only if the pilot has a winch tow rating, the winch operator has a permit to winch paragliders, the paraglider is rated for winch towing and the winch, and winch attachment have a label saying that they are designed for winch towing paragliders. Follow the local rules and work only with an experienced winch towing team and the right equipment.

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5 Fast descend with over 15ft/sec. Sink Rate The P26 allows B-Line stall, spiral dive as well as big ears while using the speed system for a fast descent with more then 15 ft/sec. sink rate.

5.1 B-Line Stall The B-line stall is induced by grabbing the B-lines above the line connections and pulling the B-risers down. The P26 will start the B-line stall after pulling on the Brisers about 6 ½ to 7 inches. The B-risers can be pulled down the full length (without also pulling along the A-risers). This will result in a sink rate of about 24 ft/sec.. To come out of a B-line stall release quickly and at the same time both B-risers. After the release of the B-lines the P26 resumes flight again immediately with a gentle ride and continues with a normal flight. If a deep stall occurs , the flight can be proactively corrected as explained below under „Deep Stall“ (pressing forward the A-risers). As a preventive measure we recommend generally to put your hands on the A-risers after coming out of a B-line stall. Finish your B-line stall with plenty of distance to the ground to have enough altitude in case you need to recover from a deep stall. Attention: Wrong beginning or ending of a B-line stall can be very dangerous. Avoid under any circumstances following mistakes:

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to slow coming out

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Releasing the risers asymmetrically

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Braking directly after or during the coming out of the B-stall

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pulling to hard on the B-risers so that the A- risers are pulled along

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Accidentally pulling on the C-risers instead of the B-risers (could cause a forward spurt during recovery of the B-stall)

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Flight practice to try to feel your way to a lift edge should always be done with enough altitude, a reserve and if possible over water.

5.2 Spiral Dive -Spiral dive has already been explained in chapter 4.4 Spiral and Spiral Dive on page 14.

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5.3 Ears and Big Ears with Speed System Without releasing the brake lines take the outer A-risers (A2 , see pg 11) of the P26 on both sides in your hand and pull down letting the lines run through your hands like over a pulley (wear heavy gloves). The P26 folds it’s „ears“ and the sink rate rises up to 15 ft/sec., but not the forward speed. Reason for this maneuver is for instance in an up wind core to loose altitude, to spot land or to reduce the flight angle of a landing approach in a tight landing zone. Just before landing release the A-risers to return to a normal sink rate for a gentle landing. With this maneuver like with the B-stall keep the brakes in your hands. This makes it possible to collapse up to 2/3 of the leading edge. To reach a sink rate of over 15ft/sec. use in addition the speed system. Reinflate the canopy by raising your hand and if necessary pump both brakes with short symmetric pulls. Flying with „big ears“ permits a pilot to change directions by simple weight shift. This is possible when leaving the cross straps of the harness open.

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6 Extreme Flight Maneuvers Attention: Practicing extreme maneuvers should only be done over water in an official and competent safety training course. For safety reason have a rescue boat on stand by and the pilot should be equipped with a faint proof life vest and a radio to stay in touch with the safety training instructor. Always fly with a reserve parachute.

6.1 Deep Stall or Parachuting The P26 is basically not Deep Stall sensitive. A Deep Stall induced by strongly pulling the back risers normally recovers automatically after releasing those risers. Proactively coming out of a deep stall with the P26 demands a synchronized pushing forward of the A-risers or using the speed system and may be necessary in certain situations.

6.2 Asymetric Deflation/Collapse The P26 might as any other paraglider end up with a asymmetric collapse in strong turbulence. Normally not to critical, the reinflation should be quick and without pilot action. But in any case at this point as described above under proactive flying, the pilot should immediately lightly pull on the brakes. This will support the reinflation by counter steering the turning of the canopy until the glider resumes to level flight and then pull sharply (pumping) a few times on the steering line on the deflated wing side. If a asymmetric collapse occurs during acceleration and fully expanded speed system, release speed system to support the stabilization and reinflation of the canopy. Again support inflation as described above.

6.3 Frontales Einklappen / Frontal Deflation/Collapse Strong pulling on the A-risers or sudden uplift can result in a frontal collapse. The leading edge collapses impulsively over the whole span width of the canopy. Gradually braking reduces the pendular movement and speeds up the opening of the canopy. The P26 usually reinflates itself. Quick pulling on the steering lines supports the re-opening of the glider.

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6.4 Line Over or Cravatte This situation did not occur on any of the test flights with the P26. This problem can not be excluded because maybe through extreme turbulence or pilot error ( lines not preflight checked before launch), the canopy gets caught in the lines. The pilot should stabilize the glider by gently counter braking. Without help from the pilot a line over usually results in a stable spiral dive. Following actions can be used to correct a line over : •

Pumping on the affected side

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Pulling the Stabilo lines

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Collapsing and reinflating the affected side

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If none of those actions are successful a possibility would be to correct the line over with a full stall Attention: Those Maneuvers should only be performed by experienced pilots especially trained for extreme maneuvers and with a lot of altitude. If any of the above described actions will not help release the line over or the pilot feels overwhelmed, immediately activate the reserve chute.

6.5 Negatve Spinning In general a paraglider should not be induced into a negative spin. Safety Clinics train negative spinning over water, with life west and a rescue boat. The idea of the training is to feel your way to the end of the rising air column. In order to recover from a negative spin release both brakes. The P26 will recover automatically and continue with normal flight. In none of the PARATECH test flights or testing for the DHV rating did negative spinning occur. Attention: This type of maneuver results in a big altitude loss.

6.6 Full Stall Attention: It is very important to understand that in coming out of a full stall if the brakes are not completely or not at the right moment released the danger as with any other paraglider is to fall into the canopy!

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To induce a full stall reach your hand through the brake handles (as in holding ski poles) and grab the ring of the brake handle between your thumb and index finger . Pull the brakes quickly down until your arms are extended and hold your hands under the seat board. Finish the full stall only after the glider stabilizes which means, after the empty canopy is over or slightly ahead of the pilot. Release the brakes and the P26 will continue its normal flight. The canopy will be slightly ahead of the pilot. Attention: If the canopy falls behind, for instance at the beginning of the full stall, under no circumstances should you release the brakes. The result would be that the pilot ends up in front of the canopy and the canopy behind the pilot. The next moment the pilot falls, the canopy speeds up and sends the pilot into a circle over the canopy. In an extreme situation the pilot might fall into the canopy.

6.7 Emergency Steering If for any reasons the P26 cannot be steered with the steering lines, the D-risers can be used for safe steering and landing. The steering movements are much shorter and steering power is reduced.

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7 Care, Packing, Repair and Check-Up Even with good care your P26, as any other paraglider, will show evidence of age and use which can influence its flying safety. A regular check-up of the canopy and lines is mandatory. From time to time, especially with older gliders, a porosity test is a must. While packing the glider lay cell onto cell paying attention that the reinforced parts of the ribs especially at the leading edge lay perfectly flat in order not to crack the fabric. Strong bending of the reinforcement may result in faster wear. To clean your P26 simply use warm water and a sponge. Store the paraglider in a dark place between 40–90 degree Fahrenheit (5-30 degree Celsius). Keep away from chemicals. Long exposure to UV light brakes down the fabric. Don’t leave your P26 laying in the sun, cover it or pack it up, or keep it in your glider bag. Attention: Don’t leave your glider on hot days in a closed in the sun parked vehicle.

Necessary repairs are only permitted by the manufacturer, importer or other authorized personal. Every Paraglider has to be checked after 24 month in accordance with DHV or 12 Month and/or 200 flights in accordance with the SHV. The check-up can only be performed by the manufacturer or importer. Without this check-up the glider looses its rating and permit!

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8 Final Remarks Your P26 is leading the development standards in paragliding. You will fly your P26 safely and enjoyable for a long time if you handle it with care and respect the demands and danger of free flight. Please always remember that any kind of flying can be dangerous and that in the end you the pilot are responsible for your safety. We truly recommend that you fly conservatively. Take into consideration the flying conditions and also the altitude in which you will fly your maneuvers. Fly only with permitted and tested paragliders, and always carry a reserve chute. We remind you that you fly your paraglider at your own risk and that you as pilot are responsible to check the safety and flyability of your equipment before each and every launch.

SEE YOU IN THE SKY Your

Team

Our address for further information:

PARATECH AG Beim Alpenblick CH - 9057 Weissbad Email [email protected] Web www.paratech.ch Tel +41 (071) 787 30 31 Fax +41 (071) 787 30 32

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9 Technical Documantations 9.1 Technical Datas

Technical Data

P26 S

P26 M

P26 L

Sail measurements projected

22,73 m²

24,77 m²

26,9 m²

Sail measurements laid out

26,15 m²

28,5 m²

30,95 m²

Span width laid out

11,72 m

12,23 m

12,74 m

Aspect ratio laid out

5,3

5,3

5,3

Line length

6,85 m

7,15 m

7,45 m

Cell/Chamber number

23/45

23/45

23/45

Permitted hang weight

65 - 85 kg

80 - 105 kg

95 - 125 kg

Optimal pilot weight

48 - 68 kg

63 - 88 kg

78 - 108 kg

6,4 kg

6,9 kg

7,4 kg

Minimal speed

22 km/h *

21 km/h *

21 km/h *

Trim speed

37 km/h *

36 km/h *

37 km/h *

Maximum speed

46 km/h *

47 km/h *

47 km/h *

1- 2 ** / 1 GH

1 / 1 GH

1 / 1 GH

Weight

DHV rating non/accelerated

* as specified in the DHV testing, ** only negative spin, all other maneuvers DHV1

23

9.2 Line Plans 9.2.1 P26 (all sizes)

24

9.3 Permits 9.3.1 P26 S

9.3.2 P26 M

9.3.3 P26 L

25