Dudek Cabrio Synthesis User manual

www.dudek.eu
User Manual
t, 2
Dudek Paragli ers, ul. Cen ralna 2U, 86-31 OsielskoPoland, [phone], ex [e-mail]
d0p

TABLE OF CONTENTS
2. The wing..............................................................................................4
2.1 Design
2.2 Construction
3. Flight operation............................................................................9
3.1 Steering lines and speed system adjustment
3.2 Free flying
3.2.1 Take-offt
3.2.2 Flight
3.2.3 Landing
3.2.4 Winching
3.3 Powered flight
3.3.1 Take-off
3.3.2 Level flight
3.3.3 Landing
3.3.4 Golden rules
3.4 Quick descent methods
1. Introduction......................................................................................3
3.4.1 Big ears
3.4.2 Spiral dive
3.4.3 B-stall
3.5 Acro Flying
3.5.1 Wing over
3.6 Extreme manoeuvrese
3.6.1 One sided collapse
3.6.2 Frontal collapse
3.6.3 Full stall and negative spin
3.6.4 Parachutal stall
3.6.5 Line over and cravatte
3.6.6 Emergency steering
4. Canopy care........................................................................................26
4.1 Storage
4.2 Cleaning
4.3 Repair
4.4 Deterioration - a few tips
5. Technical data.................................................................................28
6. Warranty, AeroCasco..............................................................29
7. What have you bought......................................................................31
8. Rigging tables.....................................................................33
9. Risers........................................................................................36
Page

NOTE!
Please read this manual before your first flight

1. INTRODUCTION
CONGRATULATIONS!
We are pleased to welcome you among the growing number of Dudek
Paragliders pilots. You’ve become a proud owner of state-of-the-art
Synthesis Cabrio paraglider. Intensive development, application of the most
modern methods and thorough testing make the Synthesis Cabrio a user-
friendly paraglider, offering the pilot a lot of fun combined with great
performance.
We wish you many enjoyable and safe flying hours.
DISCLAIMER
Please read this Manual carefully and note following details:
$The purpose of this Manual is to offer guidelines to the pilot using
Dudek Synthesis Cabrio wing and it is by no means intended to be
used as a training manual for this or any other paraglider in general.
$You may only fly a paraglider when qualified to do so or when
undergoing training at an accredited School or with an Instructor.
$Pilots are personally responsible for their own safety and their
paraglider's airworthiness.
$The use of this paraglider is solely at the user's own risk! The
manufacturer and distributor do not accept any liability connected with
this activity.
$This paraglider on delivery meets all requirements of the EN 926-1 and
926-2 regulations. Any alterations to the paraglider will render its
certification invalid.
NOTICE
Due to the constant development process Dudek Paragliders warns that the
actual paraglider may differ slightly from the manual.
33
USER MANUALUSER MANUAL

2. THE WING
WHO SHOULD FLY Synthesis Cabrio?
You love paramotoring, but since you are not fond of running at launch and
landing, you are using a trike.
Time and again you want to share your hoy with a passenger, but then avoiding
heavy paraplanes you prefer a foot-launched tandem configuration. You’ve tried
flying trike and tandem on many wings - some were too hard to launch, some
flew too slow or were too big. You did not feel safe in turbulence. That’s why you
need a wing that is both agile and easy to control, with easy launch and pleasant
handling, equipped with a set of trimmers allowing it a wide speed range. It has
to be comfortable and as safe as possible at all speeds in any conditions.
Synthesis Cabrio fulfills all these dreams. Its design is a synthesis of all desired
PPG features.
Synthesis Cabrio is designed for trike and tandme flying, yet different use calls
for different weight ranges:
- trike flying is safe in the entire weight range,
- tandem flying (foot launched) is recommended in the lower half of weight range.
Such limitation is caused by relatively high take-off speed under heavy load,
making launch in no wind a hard task. A trike will take-off all right at max load, yet
two heavy persons will probably fail. Of course there should be no problem with
foot launch when some wind is blowing.
2.1 DESIGN
While designing Synthesis Cabrio we put a lot of effort into flight safety,
pleasant handling, simple usage, good performance and wide speed range.
Distinguishing feature of Synthesis Cabrio is its agility. Take-off is easy,
provided that right technique and trimmer setting are used. With proper
settings and good engine, pulling A-risers may be not necessary (canopy
rises on its own) - a welcomed feature for trike use. In addition, it is possible
to clip into A-risers special lines shortening them during trike launch.
A tremendous advantage of the cabrio is its wide speed range on trims. It is
of special importance for tandem and trike pilots, as they have no way to
employ standard speed system. But in reality everybody should be delighted
with maximum speed, offering joy when overtaking others and broadening
your operational envelope.
Additional TST system makes easy steering at high speeds. Incorporation of
our novel Dudek Reflex Airfoil and corresponding rigging result in
domfortable flight even in rough conditions due to great margin of passive
safety.
44

We feel safe to declare the Synthesis Cabrio to be the best wing available in
its class.
The fundamental feature a good PPG and PPGG wing should possess is its
great stability and tuck-resistance. When this is achieved, the user does not
have to concentrate all the time on steering, thus saving energy for other
purposes like navigation, taking pictures or simply enjoying the flight. In
addition the faster and safer your paraglider is, the more often you can fly.
While the Synthesis Cabrio was designed to retain all features of a
conventional paralider, application of a reflex aerofoil section added several
new qualities. First of all, using that profile means that the wing stability does
not depend exclusively on the pilot's weight and actions anymore. It
maintains its own pitch attitude, rising and sinking through thermals while
remaining stable above your head, without need for so much pilot input.
Generally speaking the reflex profile is a special kind of aerofoil section.
Specific static pressure distribution creates a situation where at low attack
angles only the wing fore part (some 60% of the chord) is producing lift,
while rear 40% of the chord creates an effective stabiliser against excessive
decrease of the attack angle. The trimmer system allows you to considerably
raise the airfoil’s rear part, thus effectively reducing projected chord and
surface area by some 30%, giving the paraglider a higher wing loading and
increased speed without change in the angle of attack. The centre of
pressure also moves forward, adding enhanced pitch stability. Such a shift of
loading gives the wing exceptional tuck-resistance and increases its
projected aspect ratio, resulting in much better flight data (especially at full
speed).
Should you require more lift at lower speeds, the rear section can be pulled
down to restore a full airfoil, effective along the whole chord.
Piloting the Synthesis Cabrio actually reminds flying a conventional powered
aircraft more than a paraglider.
Below we will try to give you a closer look at some of the remarkable
Synthesis Cabrio features.
2.2 CONSTRUCTION
Synthesis Cabrio is basically a Synthesis, yet a Synthesis that was
redesigned, enlarged and adjusted to special needs. Retaining the same
planform it has four cells more, strenghthened structure and enhanced
rigging. Additional V-shaped mylar reinforcements contribute to exceptional
durability and perfect aerofoil reproduction.
55
USER MANUALUSER MANUAL

The entire Synthesis Cabrio 3D body was designed in our CSG (Canopy
Shape Guard) system, comprising many elements resulting in exceptional
coherence and stability of the shape.
Below you will find a short description of CSG subsystems.
Synthesis Cabrio has an elliptical planform with slightly rearward swept tips.
Every second cell is divided in two, with ribs additionally supported by
diagonal VSS (V-shaped supports) system. Such arrangement ensures a
smooth top surface, exact aerofoil reproduction across the entire wingspan
and yet more importantly, minimal number of suspension points.
The lower surface has a RSS (Reinforcing Strap System) applied in the
wing’s interior. RSS is a ballooning-independent reinforcements system
made entirely of paragliding fabric, effectively stiffening and stabilizing the
canopy.
Synthesis Cabrio’s aerofoil is another product of our Dudek Reflex Airfoil
technology (DRA). It was designed with our previous experiences in mind
and thoroughly tested with numerical methods. It is a reflex profile, with all its
typical features described above.
The suspension point areas are additionally reinforced with laminated fabric
so that loads are equally distributed on three planes: vertically (with the ribs),
diagonally (with VSS system) and level through RSS.
All crossports have been prepared using OCD (Optimised Crossports
Design) technology. Carefully designed shapes of the openings and their
optimal placement between stress lines guarantee efficient pressure
distribution in the canopy and its quick inflation. These openings are scaled
together with the ribs, so their replicability remains perfect and they do not
disturb the aerofoil in any way.
The leading edge of Synthesis Cabrio is closed to airflow, and its precise
shape is supported by reinforcements of laminated fabric.
Cell openings are positioned on the undersurface in the vicinity of leading
edge. Their position was chosen very carefully, so that they got maximum
ram effect in possibly many flight situations. In several places the leading
edge features our CCS (Closed Cell Structure) system - this is a number of
closed cells in most important locations. It’s goal is to hinder the backflow
from the cells out and thus to facilitate their refilling and canopy recovery in
case of a collapse.
Each wingtip consists of four additional cells, creating stabilizers. They
maintain correct tension of the canopy, improve directional stability and play
important role in keeping your turns efficient and even. In the very tips there
are CS cleaning slots, placed there for easy removal of dirt from inside the
wing.
66

Careful selection of modern fabrics and design solutions brings about great
strength and durability of the Synthesis Cabrio. All materials come from
numbered production batches, and each production step can be verified
down to identification of specific worker and controller.
Fabric
Each kind of fabric has its unique features and characteristics. We
composed them so that their interplay creates a perfect blend.
The Synthesis Cabrio’s upper surface is made of Porcher Skytex 45
Evolution fabric (formerly named Aquatic), perfectly proven in our earlier
wings. Basically it's a nylon material covered with superb E85A impregnate,
introduced into mass production in January 2002 after a series of extensive
laboratory and real flying tests. Such covered fabric is not very stiff and -
what's most important - has increased tear, stretch and UV resistance. It is
not siliconed, so minor repairs can be easily made with self-adhesive strips.
The lower surface is made of Skytex 40 Classic with E38A impregnate. This
fabric has a great weight/resistance ratio and is one of the greatest Porcher
successes in providing proper materials for the paragliding industry.
The ribs must be as rigid and stretch-resistant as possible. We found these
qualities in Skytex 40 Hard with E29A impregnate. All reinforcements are
made of SR-Scrim.
RIGGING SYSTEM
All of the Synthesis Cabrio suspension lines are sheathed in a coloured
polyester layer, covering brownish Technora core. Relatively low number of
lines required such composition, featuring high strength and stretch-
resistance.
The rigging system consists of individual lines looped and stitched at each
end. The upper level lines (gallery) start at the attachment points. Each two
lines connect to one middle layer line, and those in turn connect by twos and
threes to main suspension lines, which are attached to the risers with
triangular quick links (maillons). To prevent their slipping off, the lines are
kept together with a rubber 'O ring'. All the maillons are made of corrosion
resistant, polished stainless steel, ensuring excellent strength and durability.
Stabilo lines run from wingtips to the maillons using cascade principle as
well.
Same scheme applies to brake lines. They run from the trailing edge through
consecutive cascades to main steering lines, which are lead through pulleys
connected to rear risers and then fixed to the brake handles. Steering lines
77
USER MANUALUSER MANUAL

do not carry any load. Some of the steering lines (of the FC group) are
additionally led through rings sewn into the trailing edge. Because of this
feature the trailing edge is shortened on application of the brake, so that
steering becomes lighter and more effective.
All the lines are distinguished with colours depending on their strength
and diameter as follows:
diameter: 2.3 mm; strength: 420 daN; colour: celadon (willow green),
diameter: 1.8 mm; strength: 280 daN; colour: red,
diameter: 1.5 mm; strength: 190 daN; colour: violet,
diameter: 1.3 mm; strength: 140 daN; colour: green,
diameter: 1.2 mm; strength: 90 daN; colour: blue,
(colours are subject to slight changes).
The Risers
Synthesis Cabrio is equipped with four-way risers featuring:
$an ELR (Easy Launch Riser) system. This is an specially marked A
riser (gold ribbon) with additional point for clipping in lines or straps
assisting the inflation process,
$trimmers made of red band with visible scale, designed for quick
and easy replacement in case of deterioration;
$two levels of pulleys, to be used depending on the hangpoint,
$Tip Steering Toggle system.
For quick and easy recognition some of the risers are distinguished with
coloured band as follows:
A - gold (used for launching)
A' - blue (used for big ears)
B - red (used for B-stall)
D - grey (needed to keep the glider down in strong winds or interrupting the
launch).
Main A row suspension lines connect to an A (gold) and A' (blue) risers. B
row and stabiliser lines go to B risers (red), C lines go to C risers (no
distinction band), and D lines to D risers (grey), which through pulleys keep
the steering lines too. Brake handles are attached to the steering lines at
optimal places, guaranteeing safe and effective operation. On the main
brake lines there are two points marked, higher and lower, to be used
depending on the harness hangpoint. On adjusting the steering lines see
chapter 3.1.
88

99
Our newest brake handle used in Synthesis Cabrio besides its robust yet
light design features:
$DCT (Double Comfort Toggle) system
$EK (Easy Keeper) system - look below
3. FLIGHT OPERATION
3.1 STEERING LINES AND LAUNCH ASSIST ADJUSTMENT
A brand-new Synthesis Cabrio has its steering lines positioned for powered
flight in high hangpoint configuration.
Risers of the Synthesis Cabrio are shorter than in most paragliders, so the
differences in hangpoints present somewhat smaller problem. Still, there are
two sets of pulleys prepared, higher and lower (see risers scheme). On the
main steering lines there are spots marked for brake handles to be
accordingly fixed for high hangpoint configuration, as this will be used most
often.
When flying with lower hangpoints brake lines are to be run through the
higher pulleys only, and the brake handles should be adjusted for personal
comfort (shortening lines some). General rule is simple - higher hangpoints
require longer brake lines, lower hangpoints require shorter lines.
Before you take your Synthesis Cabrio in tha air, we strongly advise to try
out everything first. Hang up the entire PPG unit with ropes, sit in the
harness and have someone pull up the risers. You must make sure that in
flight you will always be able to reach the brake handles, even if the airflow
blows them away.
While being suspended in this way, you have a perfect opportunity to adjust
the launch assist system too (if present). It should engage the A risers,
shortening them while the canopy remains behind the pilot. During inflation
its effect should gradually diminish and finally disappear completely as the
canopy arrives overhead. If you think the paraglider is rising up too rapidly,
lines or straps of assist system should be lengthened.
An additional way to check the whole configuration out is to visit take-off site
in steady winds. Fill the wing and take it up over your head. When it
stabilises, check that the brakes are loose and do not pull the trailing edge.
There should be a spare inch or so before they activate.
Remember that it is always safer to set the margin of play too big than too
small. And, most important, the setting must always be symmetrical.
USER MANUALUSER MANUAL

1010
Double Comfort Toggle (DCT)
DCT: in order to satisfy different needs of our clients we have created a Double
Comfort Toggle system. With this solution it is possible to have your brake
handles in stiff or soft configuration, with no need to buy another set of toggles
and replace them every time. All you have to do now is take out the stiffening rod
and there you are - the soft handle is ready to use.
Easy Keeper (EK)
Easy Keeper is the name of our new indigenous way to hold the brake handles at
the risers.
The strong neodymium magnets keep them firmly in place, while both attaching
and releasing goes smoothly and easily. This idea was developed especially for
the PPG dedicated paragliders, for there is often a need to take your hands off the
brakes to check or fix things. With Easy keeper you can easily secure the brakes
in flight, thus minimizing danger of their contact with the propeller.

1111
S y n t h e s i s2 52 72 93 1C e r t y f i k a tO c z e k u j eO c z e k u j eE N CO c z e k u j eL i c z b a c e l5 05 05 05 02 5 , 0 02 7 , 0 02 9 , 0 03 1 , 0 02 1 , 4 62 3 , 1 72 4 , 8 92 6 , 6 1R o z p i ę t o ś ć w r o z ł o ż e n i u [ m ]1 1 , 2 91 1 , 7 31 2 , 1 61 2 , 5 7R o z p i ę t o ś ć w r z u c i e [ m ]9 , 0 19 , 3 69 , 7 01 0 , 0 3W y d ł u ż e n i e w r o z ł o ż e n i u5 , 1 0W y d ł u ż e n i e w r z u c i e3 , 7 8P r ę d k o ś ć o p a d a n i a [ m / s ]m i n = 1 , 2 ; t r y m = 1 , 4 - 2 , 2 ; m a x = 3 , 5P r ę d k o ś ć p o s t ę p o w a [ k m / h ]m i n = 2 3 ; t r y m = 3 7 - 4 9 ; m a x = 6 1N a j d ł u ż s z a c i ę c i w a [ c m ]2 7 3 , 9 12 8 4 , 6 52 9 5 , 0 03 0 5 , 0 0N a j k r ó t s z a c i ę c i w a [ c m ]6 0 , 3 56 2 , 7 26 5 , 0 06 7 , 2 0D ł u g o ś ć l i n e k z t a ś m a m i n o ś n y m i [ c m ]7 2 4 , 2 37 5 2 , 6 27 8 0 , 0 08 0 6 , 4 4Ł ą c z n a d ł u g o ś ć l i n e k [ m ]4 1 2 , 2 54 2 8 , 4 24 4 4 , 0 04 5 9 , 0 5M a s a s t a r t o w a [ k g ]7 0 - 9 08 0 - 1 0 59 5 - 1 2 01 1 0 - 1 3 5W a g a [ k g ]--7 , 2-L i n k iT e c h n o r a : 1 , 2 & 1 , 3 & 1 , 5 & 1 , 8 & 2 , 3T k a n i n aT a ś m y n o ś n eP A S A M O N - B y d g o s z c z , P o l s k aP o w i e r z c h n i a w r o z ł o ż e n i u [ m2]P o w i e r z c h n i a w r z u c i e [ m2]S k y T e x E v o l u t i o n 4 5 g / m2S k y T e x C l a s i c 4 0 g / m2S k y T e x H a r d 4 0 g / m2S R S c r i m , S R L a m i n a t e 1 8 0 g / m2
Tip Steering Toggles (TST)
In order to facilitate steering the wing while at maximum speed configuration
(opened trimmers and full speed-bar) we've invented our own novel system of
controlling the stabilizers. Prior to grabbing miniature TST-handles (Tip
Steering Toggles) pilot places the main steering handles in a special Toggle
Docking Stations, equipped with strong neodymium magnets. In this way you
can comfortably steer the wing via TST handles, not worrying about the brakes
getting tangled.
TDS
handle
TST
USER MANUALUSER MANUAL
Additionally mounted straps shorten A risers during inflation (left photo). When
the canopy is ready at 12 hrs position, A risers go back to their original length
(assist system ceases to work - right photo).
Launch assist system

3.2 FREE FLIGHT (no power unit)
Although the Synthesis Cabrio according to its design book is a fast PPG
wing, it behaves surprisingly well as a classic tandem paraglider too and can
be used as such without any changes.
The essential difference between Synthesis Cabrio and classic paragliders
means that due to its increased tuck-resistance (both during start and flight)
and greater speed range it can be safely flown in strong conditions.
Generally (and paradoxically from traditional point of view) the faster you fly,
the safer is your flight.
Most of tandem and practically all trike launches are executed as alpine
(forward) launches due to considerable inertia of pilot/passenger
combination. Reverse launches are being done only when it is really
impossible to take off the classic way. A reverse launch with a trike is hardly
possible at all.
3.2.1 TAKE-OFF
In case of forward launch we recommend that after laying out the wing all
lines be taut, without unnecessary play. The Synthesis Cabrio is pulled up
with A risers only. The optimal trim setting is “0”, i.e. fully closed. Applying
steady pressure on the A risers (or engaging launch assist system) move
forward. The wing practically does not overshoot, so the front collapses that
otherwise happen quite often at launch, occur rarely with the Synthesis
Cabrio. Instead it kind of waits for you to catch up with it.
In case of reverse launch we recommend the trims to be set depending on
wind speed (the stronger the wind, the more open position). Due to lack of
overshooting tendency take-off is easy, pilot only has to brake slightly
beforer turning.
CAUTION
During take-off it is important to keep the risers under pressure until
almost airborne. Reflex profile used has an inherent tendency to
increase the angle of attack. In effect, Synthesis Cabrio can lag behind
the pilot when not pulled up appropriately.
3.2.2 FLIGHT
The enlarged speed range of Synthesis Cabrio may demand some attention.
Nevertheless, once you have mastered these additional aspects, flying will
become pure pleasure. Good handling will let you make the best use of
thermals, and increased speed on glides means that your presence in
sinking air will be shorter.
1212

To avoid stalls when braking at slow trims setting (low values on the scale),
their movement is restricted by tape sewing. (Note: it is possible to push the
sewn tape through the buckle with both hands to replace it, but normal
operation range is restricted as said.
When the trims are fully opened (high scale values) the wing becomes faster
and stiffer, increasing its stability even more. The brake forces increase too,
as well as the distance to the stall point. The radius and bank angle in turns
grow proportionately to the increasing brake forces. If the trims are set fast
(or fully opened) and the wing is not flown near ground, a switch to TST
steering is strongly advised (see page 10). Turns executed in this way will be
slightly wider, but force needed to steer will be much smaller and, what's
even more important, your airspeed will not be diminished by turning. TST
system can be used in all speed system & trim configuration.
3.2.3 LANDING
With closed trimmers (slow position) Synthesis Cabrio lands like any other
paraglider. The brake forces, initially low, are growing proportionally, giving
ample warning before stalling. Still you should be careful when flying at low
speeds until fully familiar with brake operation. When landing with trims set
fast (above "0" position) your bigger speed may require proportionately more
space. Note that the paraglider has a lot of kinetic energy and careless
application of brakes may even cause the wing to climb.
Despite apparent ease of steering and most pilots quickly gaining enough
trust to fly the wing in stronger conditions than usual, it is always advised to
be careful when flying at low altitudes.
Remember that Synthesis Cabrio can fly faster than classic paragliders and
sometimes it can be of importance (e.g. when landing on a slope).
After landing in strong wind the paraglider can be safely put down with a
strong pull on the rear D risers.
3.2.4 WINCHING
Synthesis Cabrio is not designed for winching. As mentioned before, reflex
profile used in the wing has an inherent tendency to increase the angle of
attack. While in normal flight such a disposition makes it safer, during winch
start it can be dangerous.
Nevertheless, a lot of successful winches on Synthesis Cabrio have been
made. Experience shows that it should only be done with trims set a couple
of centimeters above "0" point. Actual setting depends a lot on given take-off
weight.
To sum it up: winching can be done, but proper attention must be paid.
1313
USER MANUALUSER MANUAL

3.3 POWERED FLIGHT
CAUTION: Before each start it is necessary to have a thorough check of the
wing, harness and power unit (trike).
In powered flight most of the wing characteristics remain as described above
(chapter 3.2). Still there is additional information needed, concerning power
output, proper matching of the wing/engine/propeller/trike etc.
Dudek Paragliders cannot take responsibility for all possible combinations,
but if you will contact us in doubt, we are always ready to help.
First flights
In order to get familiar with your wing we recommend flying with trimmers set
slow, because in this configuration Synthesis Cabrio behaves as a standard
wing. Flying like that try pulling the brakes until you feel resistance, usually it
will be at about 1/4 of the range.
Once you feel competent with your wing, you can start experimenting with
faster trim settings. Learn to use all the additional speed and safety of the
Synthesis Cabrio .
3.3.1 TAKE OFF
Classic foot launch
Even when it seems that there is no wind at all, it is rarely so. Therefore
always be careful in determining the conditions, as in PPG flying it is most
important that the launch and initial climb are performed with a head wind
(danger of losing your airspeed while crossing the wind gradient is greatly
reduced). Special attention must be paid to trees, power lines and other
obstacles, including the possibility of emerging rotors.
Wing preparation
Lay out the paraglider downwind of the power unit, with all suspension lines
taut and pointing toward center of the power unit. The risers are to be laid on
the ground. Set the trimmers at “0” (see fig. 2). In strong conditions faster
settings can be advised. Make sure that you warm up the engine while
standing windward of the wing. Stop the engine before clipping in the risers.
Now have a quick check whether:
$the helmet is on and locked,
$the risers are clipped in the carabiners,
$the trimmers are set,
$nothing will get in propeller's way,
1414

$steering lines and handles are free and not twisted,
$engine is delivering full power,
$airspace is clear for take off.
When you are sure everything is OK, you can clip in the wing and execute
launch as described in paragraph 3.2.1.a.
From now on you should steer the paraglider facing forward, without looking
back over your shoulder (when the wing is low behind you, turning can
cause some lines to get in the propeller). Also, possible stumbling and fall on
your back with turning propeller is always dangerous (and costly), so this
should be avoided at any price, even that of some damaged lines!
During launch, when you feel that the strain on both risers is equal, open up
full power and lean back to counter the engine thrust, so that it can will you
forward rather than towards the ground. The best option is not to use the
brakes, allowing the paraglider to rise as it was laid out. If it starts to stray
from its course, just pull the opposite riser and run under the centre of the
wing while preserving starting direction. If the wind suddenly weakens, give
a stronger pull on the risers.
If the paraglider drops to one side or back too far to be lifted again, kill the
engine, interrupt launch and check the conditions once again.
As the wing comes up, its resistance grows lighter and it should stabilise
above your head without overshooting. This is the best moment to check if it
is inflated well and the lines are not tangled, but you should do it without
stopping nor turning. If you feel the forces on the risers decrease, run faster
and let go of the risers. See whether there is any opposition on the brakes
and, if necessary, use them to correct direction or to increase lift at take-off.
Remember:
$If the cage of your power unit is not stiff enough, the risers strained
during launch can deform it to the extent of collision with the propeller.
Before giving it full power, check that the cage is free of any lines.
$Any brake operation (or steering input in general) should be smooth
and gentle.
$Do not try to take off until you have your wing overhead. Hitting power
before that can cause dangerous oscillations.
$Do not sit in the harness until you are sure you are flying!
$The faster the trim setting, the more brake input is required for lift off.
$The lower the hangpoints of your power unit, the easier is the launch.
1515
USER MANUALUSER MANUAL

Foraward launch with trike
Basic difference of the trike launch is that you are using your power unit to get
the wing overhead, and instead of pushing the A risers usually a launch assist
system is used.
After all preparations and checks, with the risers properly clipped in you can
start the engine. If a launch assist system is used, there is just a steering
handle in one hand, with the other hand grabbing the other brake handle and
throttle. Depending on power output of your motor initially open the throttle
only enough to fill up the canopy and get it above the propeller downwash.
When the trailing edge gets some three meters above ground and both risers
are equally loaded, open the throttle fully. Preferably you should not be using
the brakes during launch at all and let the canopy rise as it was laid out. If you
see it it getting off course, give a delicate counter brake and steer your trike
under canopy root (center), while maintaining general take-off direction steady
as possible. If the wing drops too far to the side or behind you to get it up
again, switch off the engine, abort launch and re-evaluate conditions.
As the canopy rises, its resistance grows lighter and it should stabilise above
your head without overshooting. Too hasty corrections of launch direction can
result in sidewise oscillations – still, if they are not too deep, you can keep full
power in order to get off the gound as soon as possible.
After lift-off canopy will stabilize itself overhead and throttle can be eased off a
bit to get desired climb speed.
Reverse launch in strong wind
Reverse launch is possible only as a foot launch or with ultralight one-seat
trikes. It can be executed holding both A risers and one brake in one hand,
throttle and the second brake in the other hand. With a decent wind it is by far
the best way. In weaker wind it is better to prepare a classic launch, as running
backwards with an engine on your back is not an easy thing to do. It is
reasonable not to pull the wing up until you are really determined to launch,
especially when it is clipped in.
Lay down the rolled paraglider with the trailing edge facing the wind. Unfold
the wing enough to find the risers and check that no lines are looped over the
leading edge. Stretch the risers against the wind, separating left and right one.
We suggest that you lay the risers crossed in the same way you will be turning
during a reverse launch, placing one riser over the other, with the rear risers
upmost. It should be done this way because once you clip in, the cage of your
power unit will make turning without help impossible.
Now run the pre-launch checklist.
1616

After warming up the engine put the power unit on, turn to face the wing, go
to the risers and clip them in appropriate carabiners.
Pulling on the front and rear risers open the cells. It is a good idea to pull up
the wing briefly in order to check that the lines are not tangled. Holding
risers, brakes and throttle as described above, pull the front risers and raise
canopy over your head. On most occasions you will not have to brake it,
especially if the trimmers are set for fast flight. Perhaps it does not agree
with our experience, but this is the way the reflex profile works. When the
trimmers are opened (set above “0”), the Synthesis Cabrio profile stabilises
the wing and does not allow it to surge forward. It can even stay back a little
- in such case pull the brakes a little and the glider will come forward.
Once you have it overhead, turn around, open the throttle and take off. As
with the classic launch, in this case too you have to find such combination of
trimmers, brakes and throttle settings that will give you the best speed and
climb rate.
CAUTION:
You are launching with your hands crossed. You have to really master this
technique before trying it with a running engine on your back.
When clipping in the crossed risers, you can find proper connection of the
speed system particularly hard. Be careful not to confuse the risers!
Climbing
Once you took off safely, continue heading against the wind, using brakes to
correct rate of climb. Do not try to climb too steeply - attempts to increase
climb rate by pulling the brakes will have an adverse effect: due to the
additional drag actual rate of climb will worsen, and with the throttle fully
opened even a stall can happen.
In powered flight the Synthesis Cabrio behaves more like an aeroplane than
a paraglider, and it is good idea to think about it in this way. If there are no
obstacles present, it is by far safer (and more impressive for the spectators)
to fly level for a while after take-off and gain some speed before converting it
to height with a brief pull on the brakes.
Another reason not to try climbing too steeply is the risk connected with
engine failure at low altitude. Although Synthesis Cabrio in a steep climb
does not stay back so much as conventional paragliders do, low speed can
easily lead to a stall. Besides, you should always be able to land safely in
case of engine malfunction, so it’s better not to take unnecessary chances
and fly with a safe margin of speed.
Depending on the power unit geometry, it is possible that after take-off you
will notice a propeller torque (turning moment). It will try to turn you around,
1717
USER MANUALUSER MANUAL

so be prepared for counter-steering with a brake. If it happens during steep
climb on slow trim and full power, beware of the stall possibility.
Due to typical PPG and PPGG feature - considerable vertical distance
between thrust axis and wing chord - the range of safe power operation is
closely related to your skills and equipment.
Power-unit induced oscillations
Certain configurations of engine weight, output, propeller diameter, and
height & width of hang points can cause serious oscillations, during which
pilot is lifted to one side by the torque effect, swings down due to his weight,
then is lifted again and so on.
To avoid this you can:
$change the throttle setting and/or
$slighty pull (nort causing a turn!) and hold one brake to counteract the
torque if there is one present and/or
$shift yourself to the other side of the harness and/or
$change the trimmer setting.
Such oscillations usually occur at full power - the greater the engine output
and propeller diameter, the bigger the swings. In addition there are often too
late or wrong pilot reactions, increasing the trouble instead of solving it. In
any case the safest way to deal with this question is to reduce throttle and
release the brakes.
Especially less-experienced pilots tend to overreact. It is called a pilot-
induced oscillation, and proven solution in this case is to leave brakes alone.
3.3.2 LEVEL FLIGHT
Once you have gained safe height after take-off and wish to go for a route,
you can turn onto right heading, fully open trimmers and let off the brakes. If
the conditions are turbulent it can look foolhardy, but this is the essential
feature of the reflex profile - the faster you fly, the safer your Synthesis
Cabrio is. That's why you really can confidently release the brakes and enjoy
your flight.
CAUTION: Some pilots with previous free-flying experience may have a
well-grounded habit of keeping the brakes slightly applied at all times. Such
a technique, while quite reasonable on a free-flying wings as it allows for
quick pilot reactions and decreases sink, is not advisable on reflex-profile
wings. When you pull the brakes, the Synthesis Cabrio profile actually loses
its self-stabilizing character.
1818