Axis Sirius 2 Manual

Sirius 2 Tandem 1
Sirius 2
PILOT'S MANUAL
Thank you for taking the time to read this booklet.

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CONTENTS
Introduction
Pre flight
Pre-delivery inspection
Brake-line lengths
Weight range
Pre-flight safety
Flying the Sirius
Normal flight
Pre-flight inspection
Launch
Flight
Landing
Trimmers
Losing altitude
Big ears
B-line stall
Spiral dive
Dealing with turbulence
Asymmetric collapse
Symmetric collapse
Deep stall
Full stall
Negative spin
Care, maintenance and repairs
Ground-handling
UV damage
Storage
Repairs
Technical details
Certification
Technical data
Line plan
Specification of materials
About Axis

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1. INTRODUCTION
When setting out to design our new tandem glider we had a clear target: we
wanted to create the best tandem paraglider possible for recreational and
commercial tandem pilots. Pilots who want maximum comfort and enjoyment with
minimum stress, performance with sensitive handling, but who rightly demand
ever more security.
The Sirius 2 is an intermediate glider. Certified EN-B ( “Paragliders with good
passive safety and forgiving flying characteristics. Gliders with some resistance to
departures from normal flight”), designed for pilots who want to be relaxed and
safe in the air and offer a full feeling of security to their passengers. However,as
with all tandem paragliders it is necessary that the pilot is familiar and well trained
and able react appropriately to any unexpected or unusual behaviour from the
passenger.
This manual provides information about the glider, which will help you to fly safely
and keep your wing in good condition. If after reading this manual you have any
further questions, please don’t hesitate to contact us or any authorised Axis dealer.
Thank you for choosing the Sirius 2 from Axis.
www.axispara.cz
SAFETY NOTICE
By the purchase of this equipment, you are responsible for being a certified
paraglider
pilot and you accept all risks inherent with paragliding activities including injury and
death. Improper use or misuse of paragliding equipment greatly increases these risks.
Neither Axis nor the seller of Axis equipment shall be held liable for personal or third
party injuries or damages under any circumstances.
If any aspect of the use of our equipment remains unclear, please contact your local
paragliding instructor, Axis dealer or the Axis importer in your country.

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2. PRE FLIGHT
Pre-delivery inspection
The Sirius 2 is delivered with a rucksack, inner bag, compression strap and this
manual. The dealer or your instructor should have made a test inflation and test
flight before delivery to you.
Brake-line length
When you receive your new Sirius 2, the brake-line length is set the same as the
Axis test glider. This length has been finely tuned by Axis test pilots and it should
not be necessary to adjust it.
If you feel it is necessary to adjust the brake-line length to suit physical build,
height of harness hang points, or style of flying we recommend you test-fly the
glider after every 20mm of adjustment.
There should always be free brake travel when the glider is flown hands-up. This
means when you look at your brake lines in flight with your hands up, there
should be a slight bow, or arc, to the line –the brake lines should not be tight. This
is to prevent the brakes being applied when the speed-system is used.
Brake lines that are too short:
May lead to fatigue from flying with your hands in an unnatural position
May impede recovery from certain manoeuvres
Will certainly reduce your glider's speed range.
Brake lines that are too long will:
Reduce pilot control during launch
Reduce control in extreme flying situations
Make it difficult to execute a good flare when landing.
Each break line should be tied securely to its control handle with a suitable knot.
Other adjustments or changes to your Sirius 2 lead to a loss of guarantee,
airworthiness and validity of certification and may endanger both yourself and
others.
If you have any suggestions on improvements let us know and our test pilots will
try out your ideas in a controlled situation.

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Weightrange
The Sirius 2 must only be flown within the certified weight range as shown in this
manual. The weight range quoted is the total in-flight weight which includes pilot,
passenger, glider, harnesses, clothing and accessories.
Pre-flight safety
Sirius 2 is a tandem paraglider and therefore requires a pilot who is qualified to fly
paragliders and is also qualified / experienced enough to deal with a passenger
and the potential unexpected behaviour of the passenger during flight.
Before flying this glider you should:
Have the appropriate practical and theoretical training
Have the required licence and insurance
Be fit to fly and unaffected by stress or drugs
Wear a suitable helmet
Use a suitable harness and emergency parachute
Make a thorough pre-flight check.

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3. FLYING THE SIRIUS 2
We recommend you practice inflating your glider before flying it, and make your
first flights in gentle conditions on a familiar flying site.
A. Normal flight
Pre-flight check
A proper pre-flight check is essential for safe flying.
Before launch lay the glider out into a slight arc and check that:
Cell openings are free of obstructions
Lines are free of tangles or knots
No twigs, grass or other objects are tangled in the lines
Risers are correctly connected
Brake lines run freely through the pulleys
Knots on brake handles are secure
Carabiners on risers are closed and/or tightened
Trimmers / risers diagrams??
Check the trimmers before each take-off,
Trimmers closed (C & D straps of the risers are same like A & B)
It is recommended to use the setting for:
take-off on a steep slope
heavy passenger flights (overall flight weight about xx kg)
thermalling - for maximum comfort and efficiency
Trimmers released (C & D straps of the risers are longer than A & B)
It is recommended to use the setting for:
normal take-off conditions
light passenger flights (overall flight weight about xx kg)
increasing the flight speed
Launch
The key to successful launching is to practice ground-handling on flat ground as
often as possible. The Sirius 2 inflates easily and steadily using forward or reverse
launch techniques. There is no tendency to overshoot the pilot. To forward (alpine)
launch in light or nil wind there is no need to pull the risers hard. Allow the glider
to stabilise overhead and run positively forward checking the canopy is fully
inflated and clear of any knots or tangles. Reverse launching is recommended in
strong wind.

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Caution: The pilot must ensure that the passenger is well instructed and understands the
launch procedure.
Flight
The best glide speed in calm air is achieved in the hands-up position. The best sink
rate is produced with both brake lines drawn down equally to about 20% of their
range.
Turning
The handling characteristics of the Sirius 2 require no special or non-standard
procedures. Brake pressure is progressive. This gives a responsive and sporty feel to
the handling. In an emergency (e.g. a broken brake line) the Sirius can be
manoeuvred by steering carefully with the rear risers or by weight shift.
Landing
On your first flights you may be surprised at how well the Sirius 2 glides. Take
account of this when making your landing approach and give yourself the
opportunity for S-turns or a longer approach than you might be used to.
For a normal, into-wind landing evenly pull the brakes all the way down when you
are about one metre from the ground. Under nil-wind conditions, or if you are
forced to make an emergency downwind landing, a wrap on each brake will allow
you to make a stronger flare.
Caution: The pilot must ensure that the passenger is well instructed and understands the
landing procedure. Ensure the passenger can move easily and is ready to react when they
touch the ground.
B. Losing altitude
Most pilots will, at some time, want to lose height. This may be because of a
change in the weather, you are at cloudbase and don’t want to go any higher, or
simply because you want to finish your flight quickly.
Ideally, the best way to lose height is to find an area of sink and stay in it. This way
you can fly normally to the ground. However, if there is no sink, or if you are in
strong lift and want to go down, a rapid descent method may be needed.
There are three main rapid descent methods:
Big ears
B-line stall
Spiral dive

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Each of these descent methods places extra, different stresses on gliders and
should be avoided if you want to extend the life of the glider.
It is important these manoeuvres are initially practiced under qualified supervision
and preferably during a safety training course.
Big ears
This is the easiest and safest technique for descent while maintaining forward
speed. Depending on how much of the wing-tip you deflate, 3m/s to 6m/s sink rate
can be achieved.
The Sirius 2 can be steered with big ears in by weight-shift alone.
Initiation:Reach up as high as possible and take hold of the outer A-line on each
side of the glider. Pull one in first, maintain direction, and then pull in the second.
Hold them in firmly. Make sure the lines are pulled down equally on each side and
your big ears are even.
Recovery:Under normal circumstances the ears will come out on their own when the
lines are released. Opening may be accelerated by slightly pumping the brakes.
B-line stall
This is an effective way of making a rapid descent but doesn’t allow any forward
speed.
Initiation:Take hold of the B-risers just below the maillons and smoothly pull them
down, twisting your hands until the canopy shows a span-wise crease at the B-line
attachment points. It is difficult to pull at first but becomes easier as the aerofoil
creases. Your sink rate will increase while your forward speed will reduce to
practically zero. Don’t release the lines immediately - the glider should be left to
settle before releasing.
Recovery:Let go of the risers smoothly but determinedly and symmetrically. The
Sirius automatically returns to normal flight without any deep stall tendencies but
may dive slightly forward. If the risers are released slowly and very unevenly the
glider could start to spin.
Spiral dive
The spiral dive is the most effective way of making a fast descent. During the spiral
dive the pilot and glider will experience strong centrifugal forces which strain the
glider. As such it should be considered an extreme manoeuvre.
Initiation:Weight shift and smoothly pull on one brake so the glider goes from a
normal 360-degree turn into a steep turn and from there into a spiral dive. Once
established in the spiral the descent rate and bank angle can be controlled with
weight shift and the outer brake.

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Recovery: The Sirius 2 recovers from a spiral spontaneously as soon as the brakes are
released and weight shift returns to neutral. To exit allow the spiral to slow for a
turn or two by applying outer brake and weight shift then release smoothly.
Always finish a spiral dive at a safe altitude.
Remember: The pilot must be aware that the above manoeuvres might be more difficult to
make than they are accustomed to on asolo glider, due to the size of the tandem glider. The
pilot must be well trained to handle these manoeuvres even when flying with the maximum
take off of xx kilograms.
Caution: The pilot must ensure that the passenger is well briefed before attempting rapid
descent methods. Passenger reactions may be unpredictable and the pilots must ensure that
they are experienced enough to deal with unexpected reactions.
D. Flying in turbulent conditions
Deflations can occur when flying in turbulence but in most situations the Sirius 2
will stabilise without pilot input. Flying with a little brake applied equally will help
to prevent deflations and allow you to experience more direct feedback.
Active flying will help avoid deflations. The aim is to keep the glider above your
head in all situations by responding correctly to the glider's movements by using
the brakes and weight shift.
It is important these manoeuvres are initially practiced under qualified supervision
and preferably during a safety training course.
Asymmetric collapse
The Sirius 2 will normally re-inflate after an asymmetric collapse without input from
the pilot, but the wing may turn slightly towards the collapsed side. You should
always maintain course and direction by weight-shifting away from the collapsed
side. This can be reinforced by applying a small amount of brake on the opposite
side to the deflation. If the collapse stays in, the collapsed side can be re-inflated by
pumping the brake on the collapsed side in a firm and smooth manner.
If you experience a big collapse while accelerated,the canopy will fall behind you
due to the difference in inertia between you and the canopy. You must wait until
you pendulum back under the canopy before dealing with the deflation. Reacting
too early can risk stalling the glider completely. Release the speed-bar immediately
if you have a big collapse during accelerated flight and, while keeping weightshift
neutral, apply slight brake to the open side. Let the glider enter a turn if space
allows in order to avoid a spin or stall.
Symmetric collapse

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A symmetric, or frontal, collapse will normally reopen without any pilot input. The
Sirius will regain airspeed with a small surge. Be careful not to brake while the
glider is behind you as this could induce a stall.
Deep stall
The Sirius 2 has no tendency to either get into, or stay in, a deep stall. If the glider
does enter a deep stall, accelerate the glider out of the deep stall by either pushing
on the A-risers or by using the speed bar. Never try to steer out of a deep stall. A
wet glider has a higher tendency to deep stall, so if you pass through rain
accelerate a little and avoid using big-ears until the glider is dry.
Full stall
This is an extreme manoeuvre that should rarely, if ever, be required. To induce a
full stall take one or two wraps of the brake lines and pull both of them down
smoothly. Hold them down, locking your arms under your seat until the canopy
falls behind you and deforms into a characteristic crescent shape. In a stable full
stall the canopy will oscillate back and forth. Be careful not to release the brakes
prematurely or asymmetrically.
The Sirius 2 recovers from a full stall automatically after the brakes are released.
During correct recovery, where the brakes are let up a little to allow air to enter the
glider prior to being released when the glider is in front of you, the Sirius shows no
tendency to surge strongly in front of the pilot.
If the brakes are released prematurely or too quickly there is a possible tendency
for the glider to surge. This can be corrected by simultaneous equal braking on
both sides. Be careful not to release the brakes asymmetrically as this can cause a
large asymmetric collapse followed by a tendency to enter a spin.
Negative spin
Should a spin occur the Sirius 2 is capable of recovering automatically when the
brakes are released. As the glider surges forward slow it down with the brakes to
avoid the possibility of an asymmetric collapse. Always wait for the glider to be in
front of you or above you -never brake while it is behind you as this can risk a
stall.
Remember: A wrong manoeuvre at the wrong time may change a straightforward situation
into a dangerous problem. Extreme manoeuvres also expose your glider to forces which may
damage it. Practice these techniques under adequate supervision preferably during a safety
training course.