Advance acoustic OMEGA ULS 21 User manual

OMEGA ULS
Product Manual
Version 15.03.2023

TABLE OF CONTENTS
1. Thank you for flying ADVANCE 1
2. Piloting requirements 1
2.1. General safety advice 1
3. Handle with Care 2
4. Getting Started 2
4.1. Delivery 2
4.2. Basic settings 3
4.3. Speed system 3
4.4. Suitable harnesses 3
4.5. Weight range 4
5. Flight characteristics 4
5.1. Takeoff 4
5.2. Normal flight 5
5.3. Turning flight 6
5.4. Active Pitch Control / B-Handles 6
5.5. Collapses 8
5.6. Rapid descents 9
5.7. Stalling 11
5.8. Landing 12
5.9. Flying with a wet paraglider (risk of deep stall) 12
5.10. Winching 13
5.11. Acrobatics 13
5.12. Tandem flying 13
5.13. Paramotoring 13
5.14. SIV 13
6. Folding & Packing 13
6.1. Storage 14
7. Maintenance 15
7.1. Glider inspection 15
7.2. Overstress 15
7.3. Paraglider repairs 15
7.4. Disposal 16
8. Service & Warranty 16
8.1. ADVANCE Service Center 16
8.2. Support (Website) 17

8.3. Online Account 17
8.4. Warranty 17
9. Technical data 17
9.1. Data 17
9.2. Materials 18
9.3. Certification 18
9.4. Folding liines 18
9.5. Light sport aircraft 19
9.6. Paraglider overview 19
9.7. Risers 19
9.8. Line plan 20
9.9. Softlinks 20
9.10. Bowline 20

1. THANK YOU FOR FLYING ADVANCE
Thank you for choosing an ADVANCE quality product with Swiss engineering.
User manual
This user manual is an important part of your product. You will find instructions for Putting into service and use in
practice as well as important information on safety, care and maintenance. We encourage you to read this
document carefully before your first flight. Video instructions can be accessed via QR codes if available. All
information can also be found on our website www.advance.swiss.
Product Registration
Register your new ADVANCE product online in your MyADVANCE account at www.advance.swiss/garantie no later
than 10 days after purchase for a warranty extension or to be informed promptly by e-mail about updates and
safety-relevant findings regarding your product. All this information can also be found on our website
www.advance.swiss.
Our story: Pioneering spirit and Swiss precision
Putting our ideas into the air. That’s what we can do. For more than 30 years, ADVANCE have kept the needs and
wishes of our pilots at the forefront. With Swiss precision we refine model after model. Highest quality and
absolute reliability have our top priority, in the air and in our customer service. So from pioneers we have become
perfectionists, and a leading worldwide comprehensive service provider.
Questions and support
You can always contact your ADVANCE dealer or our support team, we will be happy to help you. Send an email to
[email protected]
We wish you many exciting and enjoyable hours in the air with your new product!
Greetings from Thun your ADVANCE Team
2. PILOTING REQUIREMENTS
The OMEGA ULS is a high performance paraglider with EN/LTF D classification. It should be flown only by very
experienced, performance-orientated cross country or competition pilots.
To fully master the OMEGA ULS, you need a lot of flying experience in a variety of conditions, on a Sport Class
glider. An active flying technique is a must. Only under these conditions can you use the full performance potential
and fly safely.
2.1. General safety advice
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Flying a paraglider calls for appropriate training and a sound knowledge of the subject, as well as, of course, the
necessary insurance cover and licence. A pilot must be able to correctly assess the weather conditions before
taking off. His or her capabilities must be adequate for the actual paraglider. The paraglider pilot is also required
bear a sense of responsibility towards the natural world, especially regarding the preservation of wildlife and
landscape.
Warning
Wearing an adequate helmet, suitable boots and clothing, and carrying an emergency
parachute (a ‘reserve’) are essential. Before every flight all items of equipment should be
checked for damage and airworthiness. A proper pre-takeoff check must also be carried
out.
Warning
Every pilot bears sole responsibility for all risks, including injury or death, when
participating in the sport of paragliding. Neither the manufacturer nor the seller of a
paraglider can guarantee or be held responsible for the pilot’s safety.
3. HANDLE WITH CARE
The OMEGA ULS is an ultralight paraglider. The life of this product is highly dependent on your care. Mechanical
stresses such as deep spirals, acro manoeuvers, dragging on the ground etc. accelerate the ageing process and
should be avoided. A lightweight product is much more sensitive to stress of all kinds.
SIV Overloads
We do not recommend using this lightweight product for SIV training. Excessive loading can cause non-safety-
related damage to the product, which is not covered by the ADVANCE guarantee.
4. GETTING STARTED
4.1. Delivery
Every ADVANCE paraglider has to be flown by the dealer before delivery to check for correct settings and trim.
The dealer finally enters the date of the first flight on the type placard fastened on a rib at the centre of the wing.
This entry confirms that defects in the product that can be attributed to manufacturing faults are covered by the
ADVANCE warranty. Register your new ADVANCE product in your MyADVANCE account no later than 10 days after
purchase to benefit from the extended ADVANCE warranty. More information under "Warranty".
4.1.1. Scope of delivery
The delivery of the OMEGA ULSincludes a COMPRESSBAG ULS, a repair kit, a mini-windsock and a «Getting
Started» booklet.
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4.2. Basic settings
At delivery the basic set-up of the OMEGA ULSwill be the trim settings that the ADVANCE test team found to be
best. Certification was also gained in this condition. Any alterations or changes to the paraglider, such as altering
the line lengths or fitting different risers or quicklinks, will result in a loss of the glider’s certification.
Warning Do not modify your glider – it will no longer be certified.
Warning The brake lines can shorten after some time.
Adjusting the brake lines
Leave the OMEGA ULSin its factory settings. The brake line lengths have been set for optimal handling, as
established by our test team. The free travel of the brake lines ensures that the trailing edge remains unbraked
during takeoff and in fully accelerated flight using the B-handle controls.
Info We recommend a bowline knot for attaching the handles.
4.3. Speed system
Connect the speed bar to the risers using a Brummel hook or anchor knot. Check whether
the entire acceleration path can be used with the selected line length.
Warning
The speed system is correctly adjusted when you can use the full travel available on the
risers. Make certain that the speed lines are not set too short, thus causing the wing to be
pre-accelerated all the time!
4.4. Suitable harnesses 3 / 21

Basically the OMEGA ULS can be flown with any harness that does not have rigid cross bracing.
For the tests the following settings were used for the harnesses:
All-up in-flight weight less than 80 kg: carabiner distance 40 ± 2 cm, height 40 ± 1 cm
All-up in-flight weight 80 to 100 kg: carabiner distance 44 ± 2 cm, height 42 ± 1 cm
All-up in-flight weight more than 100 kg: carabiner distance 48 ± 2 cm, height 44 ± 1 cm
Info Experience has proved the theory – a streamlined harness can significantly improve
gliding performance.
4.5. Weight range
The OMEGA ULS comes in four sizes. The weight ranges for the different wing sizes are listed in the “Technical
Data“ section. The figures given there refer to total take-off weight. This includes the pilot’s body weight including
clothing, as well as the weight of all the equipment (paraglider, harness, instruments, etc. – everything that’s going
to fly).
Seamless Weight Ranges
The Seamless Weight Ranges of the OMEGA ULS make a clear transition from one wing size to the next, so that any
pilot suits only one ideal take-off weight range. In this way, the OMEGA ULS guarantees the optimum balance of
useful airspeed and climb performance in all flying conditions.
5. FLIGHT CHARACTERISTICS
We recommend that you make your first flights with your new glider in quiet conditions, in a familiar flying area. A
few pull-ups at an easy site will give you confidence in the OMEGA ULS’s handling qualities, from the very
beginning.
5.1. Takeoff
The OMEGA ULS takeoff behaviour is very smooth and easy for both forward and reverse takeoffs. The canopy
inflates quickly and rises progressively, without hanging back.
OMEGA ULS takeoff is achieved using the A-risers. The canopy fills reliably from the middle, and rises
exceptionally straight with little effort.
The OMEGA ULS rises exceptionally easily, so it is very important that you match your pull-up technique to the
weather conditions and the steepness of the slope. This means:
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In a lot of wind and/or on steep ground the OMEGA ULS needs little or almost no initial tug ( just lead it up ).
In zero wind and/or on flat ground a more reasonable impulse would be sensible.
5.1.1. Connecting the Risers
The risers of your paraglider have the "Easy Connect System" compatible with ADVANCE harnesses, which helps
you to connect the risers.Each riser has coloured sewing running up the back of the riser, red for left and blue for
right, in the direction of flight. The coloured sewing facing the pilot, and the riser running cleanly upward to the
lines confirm that the riser has not been connected with an 180 degree twist.
The “Easy Connect System“ also enables you to clip in while facing the wing, This can be helpful for a reverse
takeoff in windy weather.
5.1.2. Takeoff preparation and checks
Before every takeoff carry out the following pre-takeoff checks:
1. Harness and helmet buckled, reserve OK?
2. Lines free?
3. Canopy open?
4. Wind direction and strength assessed?
5. Airspace and field-of-view clear?
Hint To get the wing in the right shape for takeoff do the following: pull the brake lines in
while you are sorting the lines until the canopy arrives at the perfect banana shape.
Warning Before each flight, check that the reserve handle is in the intended position and that the
yellow locking cables of the reserve handle are correctly stowed.
5.1.3. Takeoff in light wind (forward takeoff)
The OMEGA ULS only needs a light pull-up impulse even in a light wind. It is not necessary to step back and ‘run
into the lines’. Guide the glider up with pronounced leaning forward, but without too much of a pull on the A-risers,
until the canopy is overhead. During the pull-up phase any directional correcting should only be done by decisively
moving under the wing, without using the brakes. After any necessary corrections and a satisfactory visual check a
few determined steps with a good lean forward will achieve lift-off, even in little wind. Careful braking can shorten
the takeoff run.
Info When taking off in windless conditions, ensure that the paraglider is laid out in an arched
or even wedge shape.
5.1.4. Takeoff in stronger wind (reverse takeoff)
The reverse takeoff is mainly recommended for stronger winds, but it also works well in light wind. During the pull-
up you should walk towards the OMEGA ULS as necessary to control its rising rate.In very strong winds, a braking
impulse may be necessary to stop the canopy over your head. Turning round and taking off with the OMEGA ULS
will then prove to be easy.
Hint
Playing with the glider on flat ground in some wind gives a good feeling for the wing. You
can get to know the OMEGA ULS’s characteristics very well, and try out takeoffs, stalling,
shooting forward tendency and collapses – while remaining safely on the ground. The
ADVANCE test team have a motto: one hour’s ground training is worth 10 high flights. But
bear in mind that ground practice puts use on the glider.
5.2. Normal flight
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In calm air the OMEGA ULS's best glide is achieved with fully released brakes. Light braking brings the glider to its
minimum sink condition. When flying into a headwind, through descending air, or when proceeding to the next
thermal, glide performance will be distinctly improved by appropriate use of the speed system.
Despite the wing’s high stability an active flying style is recommended – collapses can be almost completely
avoided. Be careful not to get below minimum speed, and don’t overreact with the brakes.
5.3. Turning flight
The OMEGA ULS has short and precise brake travel when steering. It responds very directly and progressively to
increasing steering inputs, as soon as the free travel in the brake lines has been taken up. Active weight shift
effectively assists steering. Angle of bank can always be increased, stabilised or reduced by brake line load.
The OMEGA ULS makes a very agreeable companion in thermals. You do not have to correct for large pitching
movements, and this improves your climbing behaviour – and therefore your performance – significantly. When
thermalling, choose the desired angle of bank and corresponding radius, and try to let the glider turn steadily at
this attitude. Outside brake should be used to steady the wing tip and, in particular, control the rate of turn.
Anything stronger will slow the wingtip down and lose the glider’s good steering qualities.
Warning To keep good manoeuvrability make sure to fly your OMEGA ULS with enough airspeed
while turning in thermals – not too much outside brake.
Info If a brake line breaks the OMEGA ULS can be steered by use of the B-Handles.
5.4. Active Pitch Control / B-Handles
Flying for performance
Ongoing management of your angle of attack while flying cross country improves your glide performance and
average speed massively. Even though the OMEGA ULS is very stable in pitch, it should still be actively flown,
whether accelerated or not. B-Handle steering is the most efficient method for this.
Warning In very turbulent air, release the speed bar and B-Handles and revert to conventional
active control with the brakes.
6 / 21

Using the B-Handles
The B-handles (1) allow you to make directional changes as well as angle of attack corrections in accelerated and
unaccelerated flight. When using the B-handles, make sure that the brakes are not wrapped and use controlled
movements.
Warning Do not pull on the handles too forcefully or too abruptly, as this could stall the wing.
Warning Do not apply the brakes when the OMEGA ULS is (fully) accelerated. There is a risk of a
collapse.
Info You need plenty of practice and experience to acquire effective and instinctive skills at B-
Handle control. Put the time in.
7 / 21

5.5. Collapses
5.5.1. Asymmetric collapse
With an active flying technique in normal flying conditions, collapses can be almost completely prevented. The
wing gives very precise canopy feedback and makes it possible to sense an impending collapse early on, thus
helping timely pilot reaction. Should a collapse occur the wing will fold in a predictable and progressive manner
from wing tip towards the centre. If the glider does, however, suffer an asymmetric collapse at trim speed, it will
respond to collapses of 50 % or more with a slight turning tendency, allowing the heading to be easily maintained
with light counter-steering. Normally, the wing will reopen without pilot action.
With an asymmetric collapse in accelerated flight the wing will react more impulsively because of the higher forces
associated with higher airspeed. The turning behaviour caused by a collapse at full speed is more dynamic and
requires a quick reaction on your part. If a collapse is slow to reopen, a deep but fast pull on the closed side brake
will help. It is important to completely release the brake again to let the glider keep its flying speed. Be careful
with the brake on the open side, and only apply enough to keep straight – so as not to stall the wing.
Poorly flown wingovers can cause a wingtip to fold inwards from the side, causing it to catch in the lines and
create a cravat. Due to the high drag they produce cravats can lead to strong rotation (spiralling). Stop an increase
in rotation rate by just the necessary amount of outside brake. Then open the cravated wingtip by pulling the
orange stabilo line (1). Clearing a cravat can be also done more quickly by ‘pumping’. The appropriate brake should
be applied to 75 % brake travel within a maximum of two seconds, and then released immediately.
Warning Due to their design, 2-liners are not suitable for provoking collapses by hand without
folding lines.
Warning
If you want to make an accelerated collapse during safety training we recommend that
you lead up to it slowly – starting with unaccelerated and then partially accelerated
attempts.
8 / 21

5.5.2. Symmetric collapse (front collapse)
After a spontaneous or A-riser provoked collapse the airflow breaks away from the profile and the canopy will
pitch back. The pilot swings back underneath after a short delay. Wait, without applying brake, until the wing is
again above you and returns to normal flight. After a big collapse reopening may be delayed, but do not forcibly
encourage reopening by the use of excessive brake, because of the risk of a full stall.
Warning Due to their design, 2-liners are not suitable for provoking collapses by hand without
folding lines.
Warning
After a very impulsively provoked front collapse in accelerated configuration (for example
during SIV training) it can happen that the front of the canopy does not open by itself.
Help the wing to open with a brief brake impulse by pulling the brakes to 75% within one
second, immediately and completely release them, then be prepared to control the
forward surge.
5.6. Rapid descents
For quick and efficient ways of getting down the ADVANCE test team recommend big ears (with or without speed
bar) or the spiral dive – the choice depends on the situation.
Hint Fast descents should be practised now and then in quiet conditions – so they won’t
become emergencies when you need them.
5.6.1. Symmetrical collapsing of the wingtips (big ears)
For a fast and efficient descent we recommend the B3 method. To initiate the manoeuvre, grab the outer B3 line
(2) of both risers as high as possible. Pull them down simultaneously, quickly and firmly! This will cause the
wingtips to "fold" backwards and remain in this position. Sink speed can be increased by using the speed system
while big ears are applied. Depending on the situation the glider can be steered using weight shift.To reopen,
simply let the B3 line (2) go. Opening can be speeded up by a light pull (pump) on the brake. Open the ears one at a
time. 9 / 21

Info Big Ears with the A3 line (1) are also possible, but the inital resistance is high. We
recommend the B3 method.
Warning Do not fly spirals or sharp changes of direction with big ears applied; the increased
loading carried by fewer lines can damage the structure.
Warning
Be aware that flying with big ears brings the stall closer. Be careful with the brake lines
when big ears are applied, and do not use this descent method if the wing is wet. See also
the section “Flying with a wet paraglider“
Hint
If you want to lose height as quickly as possible and fly away from a problem area at the
same time we recommend the following: apply big ears and use as much speed bar as
conditions allow.
5.6.2. Spiral dive
For the most comfortable way of doing this we recommend a neutral sitting position without active weight shift,
and a shoulder-width carabiner distance (approx 45 cm).
Enter the spiral by progressively pulling one brake. Your head and field of view should be directed in the turn
direction. As the angle of bank increases so will the rate of turn, airspeed and centrifugal force, which makes the
pilot feel heavier.
The behaviour of the spiralling paraglider can be separated into two phases: in the beginning the glider makes a
normal turn which progressively tightens, with increasing angle of bank. In the second phase the paraglider
engages its spiral mode. This means that the wing dives forward and assumes a more vertical flightpath. During
this phase of the manoeuvre try to keep a neutral sitting position and give way to the centrifugal force – your
body will be pulled to the outside of the turn.
To recover keep the neutral sitting position and progressively release the inside brake. Your body weight will be
somewhat tipped to the outside. While coming out of a spiral dive of high vertical and rotational speeds some
assistance with outside brake is essential. Careful releasing of the inside brake will prevent the wing from 10 / 21

recovering too quickly, thus pitching back excessively before diving in front if the turn stops with too much speed
remaining. Make sure that you start the recovery with plenty of height above the ground. Generally speaking you
should allow the same amount of time to recover as it took to enter the manoeuvre, but remember that the vertical
speed will be higher, and much more height will be used!
Warning The OMEGA ULS does not automatically exit the spiral dive, the exit requires active
outside brake with weight shift to the outside at the same time.
Warning
Weight shifting to the inside of the turn results in increased acceleration and stable
continued rotation. In this case, active counter-braking with simultaneous weight transfer
to the outside of the turn is required to end the manoeuvre (push your body outwards).
Warning
Deep spirals with EN-D wings create a higher G-load due to the higher aspect ratio and
longer lines. They also can become stable (locked in) even if the pilot is in a neutral
position.
Warning Do not fly spiral dives or aggressive changes of direction with big ears applied: the raised
wing loading carried by fewer lines can damage the glider.
Warning After recovering from a spiral dive it could be that the pilot flies into turbulence that he
has caused. Fly actively to prevent a collapse.
5.6.3. B-Stall
The B-stall cannot be flown due to its construction (2-liner)!
5.7. Stalling
5.7.1. One-sided stall (spin)
When circling tightly in a thermal the OMEGA ULS indicates clearly, by strongly increasing brake load, the risk of a
stall. Even so, if a wing does stall you will feel a marked reduction of brake load on the inside of the turn. If this
happens you must immediately release both brake lines, so that the OMEGA ULS can return to normal flight by
itself.
If a wing stalls completely the paraglider will go into a spin / negative rotation. The OMEGA ULS will react
dynamically, but will still be manageable by the less experienced pilot. Even so – depending on the situation from
which the paraglider is allowed to fly again – the reaction can be quite vigorous (shooting forward with a raised
risk of collapse). The canopy can be arrested while shooting forward by well-judged braking. Normal flight can then
be resumed without a further collapse.
Hint Basically, in all out-of-control flight situations, but especially the onset of a one-sided
stall, you should immediately release both brakes fully – hands up!
5.7.2. Full stall
Although the OMEGA ULS responds early to brake input it has very long brake travel, and very high brake load at
the stall point. This means a large safety margin for the pilot.
Entry into a full stall is achieved by progressively and symmetrically pulling down both brake lines. Forward speed
reduces. Airflow and wind noise reduce.
After reaching minimum speed the paraglider first goes into a brief phase of parachutal stall. Then further brake
will cause complete airflow breakaway, and the wing will fall back in full stall. The OMEGA ULS has a strong desire 11 / 21

to fly again, but is easy to hold in the stall. A half wrap of the brakes is recommended to fly full stalls.
To recover, the canopy has to be pre-inflated. To do this the brakes should, at first, be released slowly and
symmetrically, and only fully released when pre-inflation is complete. The OMEGA ULS then flies away relatively
cleanly, without shooting forward too much.
Hint As a basic principle you should immediately and fully release both brakes in all out-of-
control situations, then be prepared to control the resulting surge carefully.
5.7.3. Deep stall
It has not been possible to confirm spontaneous occurrence of stable deep stall for the OMEGA ULS. However, you
can bring the wing to deep stall using the brakes, and hold it there. The wing returns to normal flight as soon as the
brakes are fully released.
In rain, or if the canopy is wet, the OMEGA ULS like all paragliders, is more vulnerable to parachutal stall. If the wet
glider were to go into parachutal stall you should recover only by accelerating using the speed bar. See also the
section “Flying with a wet paraglider”.
5.8. Landing
Always make a proper landing circuit with a clearly defined final approach. As the ground approaches
progressively increase brake to level the flight-path, before applying full brake to completely arrest the forward
speed.
Warning Steep turn reversals lead to strong swinging of the pilot, and should not be done near the
ground.
Warning Braking will reduce your speed and increase your sink rate, but it will certainly seriously
restrict your ability to manoeuvre.
Warning Getting below minimum speed leads to stalling: this should unquestionably be avoided
when top landing, and on final approach.
Info Never let your glider fall to the ground on its leading edge. The overpressure so caused
inside the wing can rip the cell walls and damage the leading edge.
Info
After landing in water the canopy can quickly fill up, and become very heavy. The canopy
should be lifted out of the water by its trailing edge, giving the water a chance to run out.
Otherwise it might tear under this unaccustomed heavy load.
5.9. Flying with a wet paraglider (risk of deep stall)
Flying with a wet glider creates a risk of deep stall. Deep stall is often the result of a combination of factors. The
weight of the wet canopy goes up, and this increased weight increases the angle of attack, which always puts the
glider nearer the deep stall limit. Added to this, water drops on the top surface have a detrimental effect on the
laminar flow of the boundary layer near the leading edge, which distinctly reduces the maximum lift coefficient. If
the wet glider is also being flown at its lower weight limit there is a further small effect of increasing the angle of
attack, as well as there being a lower airspeed because of the reduced wing loading.
In order to avoid the risk of deep stall with a wet glider, the wing should be braked as little as possible, and big
ears not used at all. As a further preventative measure apply moderate (25-40 %) speed bar. These actions have a
small effect in reducing the angle of attack. If the wet glider does go into deep stall you should recover by using 12 / 21

the speed bar only. See also section „Deep stall“.
5.10. Winching
The OMEGA ULSis suitable for winch launching. When taking off in windless conditions, ensure that the paraglider
is laid out in an arched or even wedge shape (to avoid risk of the glider rosetting).
Winch launch is only permitted if:
The pilot has completed a tow training course (only Germany/DHV).
The winch system is certified for use with paragliders.
The winch operator has been fully trained in paraglider winching.
5.11. Acrobatics
We do not recommend flying acro manoeuvres with the OMEGA ULS.
Be aware that dynamic manoeuvres put greater loading on the structure and can shorten the glider’s life. This
means that a regular check of the paraglider is essential for your safety. In addition there will be the special
requirements of your country to be observed.
5.12. Tandem flying
The OMEGA ULSis not certified for tandem flying.
5.13. Paramotoring
The OMEGA ULS is not certified for paramotoring.
5.14. SIV
The OMEGA ULS was certified using folding lines. Due to both this fact and the glider’s lightbuild construction
ADVANCE advise against.
6. FOLDING & PACKING
Packing properly
Gather the wing together from the middle, and fold it to the width of your COMPRESSBAG. When folding, lay the
wing profiles nose on nose, so that the nitinol wires lie as flat as possible on each other, all at the same height.
Change your folding centreline on a regular basis so that the centre panel (Logo) does not always contain the fold
line. Fold in the trailing edge at the end of the mini-ribs (1) then fold the canopy twice from the leading edge (2) &
(3) so that it fits perfectly into the COMPRESSBAG (4).
Info The nitinol wires in the topsail do not require any special packing tools (pack roll etc.).
Hint Always store your wing in a dry and dark place.
13 / 21

Packing with the Tubebag
Packing in a Tubebag bag is good for the wing, and is easy to do. It avoids undesirable sliding over the ground. Also
the shape-retaining storage in a Tubebag promotes long glider life. Lay your wing, mushroomed as after landing, on
the spread Tubebag. Next spread the centre chord out to Tubebag length. Arrange the lines and stow the risers on
their tabs. Now gather the leading edge cells as described in “General” above, except that all cells make up one pile
– no secondary folding into the centre. Then fasten the upper Tubebag strap over the collected leading edge foils so
that it holds them neatly together. Follow the same basic process at the trailing edge. Pull the central cell straight
then flatten and collect the outlying cells as already described above. Do this carefully without disturbing your
leading edge positions. Finally close and fold the Tubebag.
6.1. Storage
Ultraviolet light, heat, humidity, sea water, aggressive cleaning agents, unsuitable storing and physical abuse (
dragging across the ground ) speed up the ageing process.
The life of a paraglider can be extended significantly by observing the following advice:
Allow a wet or damp glider to dry by leaving it completely unpacked at room temperature, or outside in the
shade.
If the glider gets wet with salt ( sea ) water rinse it thoroughly with fresh water.
Clean the glider only with fresh water, and a little neutral soap if necessary. Do not use solvents under any
circumstances.
Regularly remove sand, leaves, stones and snow from the cells. Openings with Velcro closures are provided
at the wing tips for this purpose.
If the glider has been subjected to increased stress ( such as a tree landing ) have it examined by an expert.
Do not drag the glider across the ground. 14 / 21

Do not leave the glider out in the sun unnecessarily before and after flight ( UV light ).
Do not subject the packed glider to excessive temperature fluctuations, and do ensure adequate air
circulation to prevent condensation forming.
When landing, make sure that the canopy does not fall on its leading edge.
7. MAINTENANCE
7.1. Glider inspection
Your OMEGA ULS must be checked every 24months, 100flying hours or 100flights, whichever comes first. The
check should be carried out by an authorised ADVANCE check centre, according to the recommended guidelines.
When carrying out a periodic glider inspection, the condition of all materials is assessed with the utmost care
according to strict guidelines. At the end of the inspection, the overall condition of the paraglider is rated and
recorded in a test report. If these guidelines are not observed, the extended ADVANCE warranty becomes null and
void.
7.2. Overstress
When using the product there is always the risk of unpredictable overstress in flight, for example caused by flying
conditions or a surprise bump in the air. In rare cases the product could suffer damage. This is especially
disappointing in that, usually, neither the manufacturer nor the pilot can be held responsible. Light products tend to
be more susceptible to damage due to overstress.
Info
In the event of damage, please contact your dealer and they will contact us. We strive to
be accommodating in such cases and work together to find the best possible solution. This
is individual and depends on the assessment of each case.
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Repairs in general
A paraglider is a lifting surface of complex construction. Seams and lines have been made with great precision. In
general, therefore, an unauthorised individual should not carry out paraglider repairs. Only the manufacturer or an
authorised Service Organisation should replace components with identical parts, or refit complete cells.
Small repairs become exceptions to this principle. Examples could be repairs to small tears or holes with self-
adhesive Ripstop material, or replacing lines. In every case of repair or line change the paraglider must be pulled
up on the ground before its next flight, and visually checked.
Your paraglider is delivered with a repair kit containing self-adhesive Ripstop. Other parts, such as lines, quicklinks,
softlinks or risers can be obtained from your ADVANCE dealer, an ADVANCE Service Center or direct from
ADVANCE. Addresses are onwww.advance.swiss.
Canopy Repairs
Tears up to 3 cm in length, and very small holes that do not meet a seam, can be patched with the self-adhesive
Ripstop from your repair kit. Make sure than the patch is cut out in a round or oval shape, and is big enough to
generously overlap the damage. The similar piece of sticky Ripstop on the inside of the repair should be of a
different size.
Line repairs
A damaged line must be changed, without exception. The easiest option is to go to an ADVANCE Service Centre or
your ADVANCE dealer. Alternatively you can order the specific replacement line direct from ADVANCE or an
ADVANCE dealer and fit it yourself. All the addresses are on: www.advance.swiss. Under “Service” on
www.advance.swiss there are detailed instructions for identifying your line so that you can order it, and then fit it
correctly on the wing.
What to do if the leading edge gets damaged?
If a leading edge wire breaks or its seam rips the glider must be taken to an ADVANCE checking facility where the
wire can be replaced or sewn back in. To guarantee a long lifespan it is important that the wing is not allowed to
fall on its leading edge after landing, otherwise the fabric can be damaged by abrasion. But mainly there is a risk,
as in all paragliders, that the crossports could tear.
7.4. Disposal
Environmental protection plays an important role in the selection of materials and the manufacture of an ADVANCE
product. We use only non-toxic materials and fabrics that are subjected to continuous quality and environmental
impact assessments. When your equipment reaches the end of its useful life, please remove all metal parts
(recycling) and dispose of straps and material in the designated facilities.
8. SERVICE & WARRANTY
8.1. ADVANCE Service Center
ADVANCE operates two company-owned service centres that carry out checks and repairs of all types. The
workshops based in Switzerland and France are official maintenance operations, which have many years’
experience and indepth product-specific expertise. The ADVANCE worldwide service network includes other
authorised service centres that provide the same services. All service facilities use original ADVANCE materials
exclusively. You can find all information on checks and repairs and the relevant addresses at www.advance.swiss. 16 / 21

8.2. Support (Website)
At www.advance.swiss you will find detailed information about ADVANCE and our products as well as contact
details for any questions you may have.
You also have the opportunity to register your product online up to 10 days after purchase in order to enjoy the
full benefits of the ADVANCE warranty. You can also:
Keep yourself updated about new safety-related findings about ADVANCE products.
Download an application form for the check at ADVANCE as a PDF in order to be able to send in your
product.
To find an answer to a burning question under FAQ (frequently asked questions).
Subscribe to the ADVANCE newsletter to receive regular e-mail updates about new products and services.
8.3. Online Account
Set up a MyADVANCE account at www.advance.swiss/garantie and register your product directly online after
purchase.
In the MyADVANCE account you will find all documents for your product as PDF, e.g. the manual, security updates
and much more. You can also view spare parts for your product and make support requests directly.
8.4. Warranty
As part of the ADVANCE warranty, we undertake to rectify any defects in our products that are attributable to
manufacturing faults. In order for a warranty claim to be made, ADVANCE must be notified immediately on
discovery of a defect, and the defective product sent in for inspection. The manufacturer will then decide how a
possible manufacturing fault is to be rectified ( repair, replacement of parts or replacement of the product ).
Basically, the legal warranty obligations of your country apply. If you register your product for free on our website
within 10 days of purchase you receive an extended warranty of 12 months beyond the legal warranty period of
your country!
Warranty and Service Intervals begin from the date of the glider’s first flight, recorded on the identification plate.
If no date is evident the applicable date is that on which the glider was transferred from ADVANCE to the
ADVANCE dealer. The ADVANCE warranty does not cover any other claim. Claims in respect of damage resulting
from careless or incorrect use of the product ( e.g. inadequate maintenance, unsuitable storage, overloading,
exposure to extreme temperatures, etc. ) are expressly excluded. The same applies to damage attributable to an
accident or normal wear and tear.
9. TECHNICAL DATA
9.1. Data
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