Dudek Coden User manual

TABLE OF CONTENTS
1. Introduction .......................................................................................3
2. About the wing......................................................................................4
For whom the Coden
THE PROJECT
DESIGN
CLOTH
RIGGING
RISERS
SPEED SYSTEM
WHICH HARNESS
3. Flight.....................................................................................................9
PRE-FLIGHT CHECK
LAUNCH
TURNS
THERMALLING AND SOARING
FLYING WITH SPEED SYSTEM ENGAGED
ACTIVE STEERING WITH ACB SYSTEM
LANDING
WINCHING AND MOTOPARAGLIDING
RAPID DESCENTS
EXTREME FLYING MANOEUVRES
4. Paraglider care....................................................................................17
FOLDING AND STORAGE
CLEANING
REPAIRS
INSPECTIONS
DETERIORATION: A FEW TIPS!
5. Technical data.....................................................................................19
6. Warranty, AeroCasco..........................................................................20
7. What have you bought........................................................................22
8. Rigging scheme...................................................................................23
9. Risers: design and accessories .........................................................25
Page
NOTE!
Please read this manual carefully before your first flight!

1. INTRODUCTION
CONGRATULATIONS!
We are pleased to welcome you among constantly growing number of
Dudek Paragliders pilots. You've become yet another proud owner of a high
performance state-of-the-art paraglider.
Extensive development, use of most modern engineering methods and
thorough testing resulted in a user friendly paraglider, which will provide you
with great performance, making sure you will stay on the very top of the field.
We wish you a lot of safe and enjoyable airtime!
DISCLAIMER
Please read this manual carefully and note following details:
+Purpose of this manual is to offer guidelines for pilots using Dudek
wing. By no means it is intended to be used as a training handbook for
this or any other paraglider in general.
+You may only fly a paraglider when qualified to do so or when
undergoing training by an accredited School or Instructor.
+Pilots are responsible for their own safety and their paraglider's
airworthiness.
+Use of this paraglider is solely at the user's own risk! Manufacturer and
distributor do not accept any liability.
+This paraglider on delivery meets all requirements of the EN-926/1 and
926/2 norms or is certified as airworthy by the manufacturer. Any
alterations to the paraglider will render its certification invalid.
Note
Due to constant perfecting of our designs it is possible that actual paraglider
can slightly differ from the one described in manual. In case of any doubts
please contact us.
3
USER MANUAL

2. ABOUT THE WING
For whom the Coden?
Coden is a 2-row competition wing of 6,95 aspect ratio and 77 cells. It is dedicated
for highly skilled and experienced pilots. Even as the paraglider passed EN-D flight
tests, it demands that steering inputs are very precise and measured. For that
reason the Coden is meant mostly for active competitors.
THE PROJECT
Application of 2-row rigging brings about exceptional aerodynamics and makes
possible active steering even at maximum speed.
The aerofoil used in the Coden some reflex traits. The paraglider is resistant to
collapses, launches easily and has perfect handling. Especially worth
mentioning is its great longitudinal and lateral stability.
As in other our paragliders, risers of the Coden constitute a complete, very
comfortable and carefully thought out control panel, where each instrument is
placed exactly where it should be and works as it should. Modern risers of 12
mm width feature ball-bearing SmartPulleys, made on special order and
conforming to our own design. Comfortable SCT handles with Easy-Keeper
neodymium magnets will prove their worth during long flights.
Coden was extensively tested during many hours of internal tests, performed
in wide range of terrrain and weather conditions. As a result you got a
paraglider that will easily float in slightest lift, and covering long distances in
turbulence typical for a thermally active day won’t bring any problems. Speed-
system operation is safe and comfortable even in rough air. Coden has lots of
speed, great deal of lift, and generally it simply wants to fly – so don’t be
selfish and take it with you for a long XC ;)
We are sure that Coden is one of the best canopies in its class.
DESIGN
Canopy was designed in our CSG (Canopy Shape
Guard) system, comprising a number of elements
resulting in exceptional coherence and stability of the
shape. Below you will find a short description of CSG
subsystems.
Coden has an elliptic shape with slightly back-swept wingtips. The canopy is
made of doubled cells, with ribs supported by VSS (V-Shaped Supports)
system. Such design guarantees that the canopy stays rigid, the upper surface
is smooth with correctly reproduced aerofoil, and what is most important we
have fewer suspension points (thus reducing overall lines' length and drag).
4

Inside the canopy there is RSS (Reinforcing Strap System) applied on the
lower surface. RSS is a ballooning-independent reinforcement system made
entirely of paragliding fabric, stiffening and stabilizing the canopy.
The aerofoil was perfected with DOA technology (Dudek
Optimized Airfoil). It merges all our experiences stemming
from previous designs and as a special feature is optimized
with dedicated CFD engineering software.
The suspension points 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 with application of OCD (Optimised
Crossports Design). 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 that their replicability is flawless and they do not
disturb the aerofoil in any way.
Another feature of the Coden is the Flexi-Egde
technology. The leading edge is closed to the airflow,
and its precise shape is kept with laminated cloth
reinforcements, incorporating synthetic rods. The rods
make the leading edge stiffer and smoother, bringing improvements in many
areas - from easier inflation, through stiffening the canopy in flight to
improved general airflow.
The intakes are located 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.
The wing tips additionally feature ACS (Auto Cleaning
Slots) – as the name suggests, these are dedicated
openings automatically removing dirt from inside the
canopy.
Careful selection of modern fabrics and design solutions brings about great
strength and durability of the Coden. All materials used come from marked
production batches, and each production step can be verified down to
identification of specific worker and controller.
Coden is manufactured under new technology, utilizing
precision of the laser cutter. All stages of production
process take place in Poland under strict supervision of
the designer himself, thus ensuring highest European
quality.
5
USER MANUAL

CLOTH
Each kind of cloth has its own special qualitites. We merged them so that
they blend into a perfect composition.
The upper surface is made of 38-gram Dominico Tex
cloth. Basically it's a nylon material, covered with PU
impregnate. Such covered fabric is not very stiff and -
what's most important - has increased tear, stretch
and UV resistance. It is not siliconised, so minor repairs can be easily made
with self-adhesive strips.
Lower surface is made of 34-gram Dominico Tex cloth, contributing to low
weight of the canopy.
The ribs must be as rigid and stretch-resistant as possible. We found these
qualities in Porcher Hard Finish cloth with E29A impregnate (40 g/m2). All
suspension points and leading edge reinforcements are made of SR-Scrim
fabric.
RIGGING
All of the Coden lines (including mains) are unsheathed. Because of low
number of the lines we made sure they are strong
enough by using Technora cores, featuring high
strength and stretch-resistance.
The rigging system consists of individual lines looped and stitched at each
end.
The upper level lines start at the attachment points. Cascade-wise they are
joined to main suspension lines, either directly or via middle layer lines. Main
lines 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'
twisted in eight.
All maillons are made of corrosion resistant, polished stainless
steel, ensuring excellent strength and durability. We use only
the best quality, certified maillons by Peguet.
Stabilo lines run from the outer suspension points to the maillons through
consecutive cascades as well. The same story goes for the steering lines.
They run from the trailing edge through several layers to the main lines,
which are lead through the pulleys connected to the rear risers and then
fixed to the brake handles. Steering lines do not carry any load.
RISERS
Coden features two-way risers, equipped with:
+ELR (Easy Launch Riser) - This is a specially marked
A riser (yellow ribbon),
6

7
+speed-system affecting A and A' risers when engaged,
+ACB system (Activ Control B) – special steering toggles (red balls) for
B-risers steering.
Brake handles are attached to the steering lines at optimal point,
guaranteeing safe and effective operation. It is marked black on the main
brake line and this setting should not be changed. Fixing brake handles
above that point causes permanent braking of the paraglider which can
easily lead to an accident. Overly long brake lines are not advised either, as
total lack of strain can prove dangerous in some situations.
Our newest steering handle used in Coden, besides its attractive, light
design, features:
+Soft neoprene cover,
+a swivel to prevent possible twisting of the steering line,
+EK (Easy Keeper) system).
SPEED SYSTEM
The heart of speed system is a line sewn into A riser, running through two
pulleys and finished with a loop holding small hook. There you attach the
speed bar line. In normal flight all risers (including quicklinks) have an
overall length of 540 mm. Speed system affects risers A (with A') and B.
When the bar is being pushed, A and B risers are gradually shortened. C-
riser retains its original dimensions.
CAUTION: An improperly adjusted speed system renders the
certification invalid!
Speed system adjustment
Most of modern harnesses are equipped with special speed system pulleys
and sometimes even its own integrated speedbar. If it's not the case, first
you need to have some pulleys attached (at best sewn into harness) in such
a way that will allow the pilot maximize the output of his/her legs with correct
power vector, without effect of pushing the harness back.
The speed system cord must be firmly attached (with bowline or other non-
slipping knot) to the speed bar. The other end of the cord must be ran
upward through the harness pulleys, to be finished with hooks or small
carabiners. Overall length of speed system cord should allow pilot to put
his/her feet easily into the bar when in flight, and yet should be short enough
to cover the full speed range.
Make sure that both cords on the speed bar are equal, as even slight
difference can result in constant turning of the paraglider. Test your speed
system thoroughly on the ground before flying with it!
USER MANUAL

8
The maximum action is reached when speed system pulleys touch.
Speed system operation
Before take-off attach paraglider risers to the harness with main carabiners.
Then connect speed system cords with hooks or quick-links. Before
launching make sure that speed system is not tangled and runs freely.
To use the speed system simply place your feet on the speed bar and push
forward in a horizontal plane. If you notice loss of pressure on the bar, it can
be a sign of imminent frontal collapse. In this case release the bar
immediately. Watch out for such things - quick wits can spare you most
collapses and in general you will increase your awareness of the air around
you.
Speed system operation diminishes your paraglider's angle of attack, so that
its airspeed is increased. Yet simultaneously canopy becomes less stable -
that's why you should avoid using speedsystem in turbulent conditions,
close to the ground or near other airspace users!
Do not use speed system during extreme manoeuvres! If the canopy
does collapse, release the speed bar immediately and correct the
situation as usual.
When flying with speed system enagaged do not use main steering
handles, as it may cause the paraglider to be less resistant to
collapses. In such moments it is advised to steer with ACB system –
red balls placed on B risers.
WHICH HARNESS?
You can use any certified harness with hang point between 35 cm and 49
cm from the seat (the safest distance being 40 cm).
Width between carabiners should be somewhere between 37 cm and 45 cm,
still in this case the best option is 40 cm too.
Please note that any modification of seat/hang point distance changes the
position of the brakes in relation to the pilot's body. You must remember that
in each harness your typical steering range will be different.
CAUTION! Too tight cross straps can dramatically affect the handling,
so tightening them actually may not contribute to higher safety. Have
them always tightened just the correct amount.

9
3. FLIGHT
PRE-FLIGHT CHECK
A thorough pre-flight check is essential for any aircraft and the Coden is no
exception.
Having unpacked and laid out the paraglider (in a horseshoe directed
against wthe wind) following checks must be made:
+canopy, lines and risers condition. Do not launch if the slightest
damage is noticed,
+the paraglider should be arranged so that the centre section A-lines
(yellow risers) will strain earlier that the outer ones (A’ - blue risers).
This ensures easy and symmetrical launch,
+cells of the center section must be handled with special care, so that
leading edge stays taut and even,
+all lines and risers should be separated. Make sure they are not
tangled and pay special attention to the A-lines, which should run free
from the A (yellow band) and A’ risers (blue band) to the canopy,
+it is equally important to untangle the brake lines so that they will not
catch anything on the ground during launch. They must be firmly
attached to the brake handles and run freely through the pulleys to the
trailing edge,
+make sure the risers are not twisted,
+it is very important to check that no lines are looped around the
canopy. The so-called ”line-over” may have disastrous consequences
during take off.
Always put on and fasten your helmet before clipping in to the
harness.
Check quick links (maillons). Sometimes they can unscrew, especially
when the wing is new.
Check main carabiners. They must be properly mounted, closed and
locked.
LAUNCH
Classic (forward) launch
Should be used with little or no wind.
Facing the wind place the risers over your shoulders (A riser must lay on
top). Clip it into carabiners and lock them. Grip the brake handles and A-
risers (marked with yellow band), holding them at the stitching, just under
the quick-links. Spread out your slightly bent hands, keeping them down and
back. All risers but the A should be placed near your elbow joints.
USER MANUAL

Apply some tension to check if the A risers stay on top and the lines are not
tangled. Take a step back, bow down a little and run forward. After the initial
inflation smoothly move the hands with the risers up and over your head until
the wing will be directly above you. Check the wing and let the A risers loose.
Pump out possible faults and keep an eye on position of the paraglider.
Side drift is corrected best by moving yourself always under center of the
canopy (launch space permitting). In order to keep wing in the air the
suspension lines must stay taut all the time, so in light winds you will have to
run forward. With stronger winds you can control the wing while standing
still.
When leaving the ground apply some brakes, then release it after gaining
some distance from the ground. Keep your hands relaxed.
Reverse launch
To be used when wind speed exceeds 3 m/s. After clipping the risers into
carabiners as for the forward launch, turn back to face the wing, moving one
riser group over your head. As a consequence, you will have the risers
crossed.
Unclip the brake handles from rear risers and grip it outside of the risers
without crossing neither arms nor lines. In this way you steer the left side
with you left hand and vice versa. Now take corresponding A risers on both
sides (still keeping brake handles in your hands).
Make sure that the wing inflates symmetrically and the lines are not tangled.
Building up tension with a few steps back and simultaneously lifting the A
risers (do not pull them towards you) will make the paraglider rise. When it
arrives over your head, stabilize it with the brakes, check again if all lines are
clear and the cells inflated.
When turning into wind, remember to turn the right way (hint: always do it
the same direction) and to keep the lines taut (loaded) at all times. The turn
itself should be quick and smooth. While turning you have to release the
brake handles and grip them again facing forward. Last check of the wing &
free space to launch and off you go, running into wind with eventual light
braking when taking off.
CAUTION: when deflating the canopy in strong winds (e. g. aborting a
launch), use the B risers, not the brakes. Using the brakes in strong wind
can lift the pilot up and drag him/her back.
TURNS
Coden is an agile wing, with smooth reactions to the steering inputs.
Handling is actually easy and forces grow proportionally to position of the
brakes. Adding some weight shift will make the paraglider turn really quick
and tight.
10

The combined technique (weight shifting and brake input) is by far the most
efficient method.
Turn radius is determined by the amount of inside brake used and weight
shift. Additional application a little outside brake after initiating the turn with
maximum weight shift increases turn efficiency and the outboard wing’s
resistance to collapse (in turbulence, the edge of a thermal etc).
In case of necessary turning in confined area at slow speed (e.g. slope
soaring), it is recommended to steer the decelerated canopy by loosening
the brake at the outside of the turn while applying just a little more brake on
the inside.
NOTE: when entering a turbulent area you should brake a little to put
up the tension. It will allow you to react instantly in case of a problem.
CAUTION: Too hard or too quick pulling of one brake can cause the
wing to enter a spin.
THERMALLING AND SOARING
When flying the Coden minimum sink is reached with slight brake
pressure applied (10 to 15 cm, depending on pilot’s weight).
In turbulent conditions the canopy should be flown with a small amount of
brake applied. This improves overall stability by increasing the angle of
attack of the canopy. The canopy should neither rock back nor surge
forwards, but always stay above the pilot. In order to achieve it, the pilot
should accelerate the canopy by letting off the brakes when entering a
thermal (according to its strength) and brake it on exiting. This is part of
basic active flying that can spare you many potential collapses.
When soaring the slope, minimum height of 50 m above the ground is
recommended for safety reasons. It is important to comply with air traffic
rules, especially when many pilots share airspace close to the hill. The
avoidance manoeuvres often happen to be impossible in such conditions.
FLYING WITH SPEED SYSTEM ENGAGED
When flying into head wind or through sink, as well as during long transitions
between thermals, it is advisable (for the sake of best glide angle) to
increase speed, as long as conditions are not too turbulent.
Remember that on application of speed system overall angle of attack
diminishes and the canopy may tuck easier than in normal flight.
The faster is your flight, the more dynamic are tucks and stalls. See "Speed
system" section.
11
USER MANUAL

ACTIVE STEERING WITH ACB SYSTEM
When flying with speed system engaged you should be steering the wing by
ACB system ACB (red balls placed on the B risers). Doing that you wil retain
active control without using main brakes – a very important fetaure, as
deflecting the trailing edge may have negative consequences, affecting
paraglider’s performance and safety. Staying in direct touch with risers will
give you better feel of the canopy, resulting in faster reactions when
necessary. Moreover, not deflecting trailing edge of the canopy will keep
speed and performance at their maximum. In order to do that, grab two red
balls placed on the B risers, just below quicklinks. While doing this do not let
go of your main steering handles. If you are used to wrapping brake lines
around your hands, remember to unwind them before going for the ACB
system. Once you keep that B-toggles firm, by pushing them down you will
increase the angle of attack and slow down the paraglider, while releasing
them will build up speed again. That’s a pretty effective way of flying in
turbulent areas. When you feel loss of lift on the leading edge or watch the
canopy wrinkle at high speeds between A and B rows, pulling the ACB
toggles can prevent the collapse.
Active steering of the B row is complementary to speed system operation.
Should you encounter small turbulences while flying at high speed, you do
not have to release speedbar anymore. Pulling ACB toggles will reduce
length differences between A and B risers. Result will be similar to releasing
speedbar, but more smooth and precise. In this way you will be maximalizing
your performance, while decreasing chances of a collapse.
Still you have to remember that if a collapse happens despite using using
the ACB system, you have to immediately let go of the speedbar and react in
most effective way to correct the situation.
LANDING
The Coden is easy to land. Just make sure that last turn into the wind is
done with sufficient altitude, since prior to touch down you should build up
speed, fully releasing the brakes. Then flare out at 1 - 2 meters over ground
by gently braking. The glider may climb again for a while gaining some
height, if too much brake is used.
Strong wind landings hardly require braking, if any at all. Then the canopy
should be deflated with energetic pull on B-risers.
The final glide of the landing approach should be straight and smooth. Steep
or alternating turns can result in a dangerous pendulum effect near the
ground.
12

WINCHING AND MOTOPARAGLIDING
During tests numerous flights were made with winch start and backpack
power units, as these are the only means to gain some height in flatlands.
Absolutely no contradictions were found for using Coden in such flights.
CAUTION
During start, especially winched or with a motor, always remember to bring
the wing directly over your head. The aerofoil and its angle of attack were
arranged so as to give maximum lift coefficient with relatively high safety
level. As a result it can stay behind a pilot, if he neglects bringing it directly
over head during launch.
13
USER MANUAL

RAPID DESCENTS
Big Ears
You can deflate both wingtips simultaneously pulling down the A' risers (blue
ribbon) by approximately 50 cm.
It is important not to let off the brake toggles while entering the Big Ears
manoeuvre.
When folded, paraglider will maintain straight course with an increased sink
rate (up to 5 m/sec). The canopy remains controllable with weight shifting.
On releasing the A' risers canopy usually reinflates spontaneously, or can be
aided by a long pump until the tips get clear.
Due to possibility of entering parachutal stall it is advisable to apply
speedbar after folding the wingtips, in order to diminish AoA.
CAUTION: See PARACHUTAL STALL section.
Spiral
It is characterized by high sink rate. Significant G-forces, however, make it
difficult to sustain a spiral for long, as it can place high loads on the pilot and
glider. Never do this manoeuvre in turbulence or at too high bank angles.
You have to watch constantly the situation, in order to prevent your spiral
from turning into a spiral dive (sink rate over 16 m/s). If the pilot releases
inner brake and the wing does not start slowing down, he should assist this
process with the outer brake.
NEVER DO BIG EARS IN A SPIRAL! Tests have proven that loads in
spiral dive can be even higher than those used in certification tests (i.e.
8 G). This can result in structural failure of the glider, as smaller
number of lines is taking these high loads.
B-Stall
Since the Coden is equipped with two rows only, it is not advised to try B-
stall. Most of attempts led to stall, and recovery to normal flight was not
guaranteed.
The paraglider was not certified for this method of fast descent.
All rapid descent techniques should be drilled in smooth air and with
sufficient height only! Full stalls and spins are to be avoided as
14

recovery procedures, since irrespectively of paraglider type they may
have dangerous consequences!
BY FAR THE BEST TECHNIQUE IS WISE, CORRECT AND SAFE FLYING,
SO THAT YOU WILL NEVER HAVE TO DESCEND RAPIDLY!
AEROBATICS
Coden was not designed with aerobatics in mind.
WING OVER
You make a wingover by executing a series of consecutive, alternating turns
with growing bank angle. Too much banking with some flaws in coordination
can evoke pretty dynamic collapse.
CAUTION: Steep turn with bank angle over 60 degrees is a prohibited
aerobatic manoeuvre!
EXTREME FLYING MANOEUVRES
CAUTION! EXTREME FLYING MANOEUVRES SHOULD ONLY BE
CARRIED OUT DURING SAFETY TRAINING COURSE (INSTABILITY
TRAINING) UNDER PROPER GUIDANCE!
IN ORDER TO EXECUTE SIMULATED COLLAPSES FOR CODEN,
ADDITIONAL SPECIAL LINES ARE REQUIRED. THEY CAN BE OBTAINED
FROM THE MANUFACTURER
WHILE PROVOKING OR EXITING REAL SITUATIONS THERE IS A
DANGER THAT YOUR ACTIONS WILL PROVE TOO QUICK OR TOO
STRONG, SO YOU SHOULD ALWAYS EMPLOY GOOD JUDGMENT, STAY
CALM AND TAKE ONLY MEASURED ACTIONS.
Since all actions required to exit or prevent dangerous situations on this
paraligder are typical and pilots flying this wing should be properly
qualified, we are going to describe only the characteristic features of the
Coden.
Description of standard dealing with extreme situations can be found in
textbooks.
SIDE COLLAPSE
May happen in strong turbulence.
Immediate countersteering is required in order to keep flight direction and
prevent the dive. Under normal conditions the canopy will reinflate and
spontaneously. Sometimes pilot input is needed to open the wingtip.
15
USER MANUAL

ASYMMETRIC COLLAPSE (FRONTSTALL)
Can happen in strong turbulence. Active piloting will usually prevent its
occurrence.
Coden is a modern paraglider with significantly stiffened leading edge. Tests
have shown that most often canopy reinflates spontaneously, however in
specific turbulent conditions it is possible that airflow will keep the leading
edge collapsed. That’s why an instant pilot’s reaction is advised – a
measured braking in the correct moment will greatly speed up the recovery.
SPIN AND FULL STALL
May occur as a result of intentional action or mistake of the pilot. Be careful
when flying at low speeds, until you feel familiar and comfortable with wing
steering.
Coden recovers spontaneously in initial phase of stall, otherwise use
standard procedures. Flying with minimum speeds is definitely not advised,
as the paraglider loses much of its great performance.
PARACHUTAL STALL
Under normal conditions does not occur.
If you want to prevent this phenomenon after Big Ears, press the speed bar.
This will increase the sink rate and safety margin, as big ears constitute big
aerodynamic brake with significant loss of speed.
If parachutal stall occurs, correct reaction is applying some pressure to
speed bar and/or push the A risers forward
LINE OVER (CRAVATTE)
As most modern wings do, in order to minimise drag in order to minimise
drag it has widely spaced suspension lines and stiff leading edge. That's why
it's possible that after some bad collapse a wingtip gets tangled. Usually a
couple of stronger pulls with brake will clear things out. If it does not solve
the problem, try big ears or pull down gray line leading to the stabiliser.
In case of any doubts pilot should seriously consider throwing the rescue
chute.
EMERGENCY STEERING
In case of malfunction rendering it impossible to control the paraglider with
brakes, you can safely steer and land using the B-risers (red) or stabilo lines
16

4. PARAGLIDER CARE
Proper maintenance of the paraglider will greatly enhance its durability
FOLDING AND STORAGE
Coden was built with wide use of recent technological advances, like plastic
wire stiffeners of the leading edge. Because of that the paraglider should be
carefully folded, according to materials, conditions of transportand storage.
Basic rules to be observed when folding the canopy:
1. We fold it rib to rib (cell to cell) like an accordion, not folding the canopy in
halves from stabilizers toward the center.
2. After creating a package in the centerwing (longest chord) we do not roll it,
but fold in three or four, starting from trailing edge.
3. Leading edge stays on top of the stack.
4. Pack the Coden into a WingShell.
Store the paraglider in a dry space, away from chemicals and UV exposure.
Never pack up or store the glider when wet. This shortens the life of the cloth.
Remember that wing gets wet even when laying on a green grass in full sun,
as the grass evaporate.
A good precaution to avoid catching wet and/or UV is to use quickpack after
rigging up, when you have to wait in start line.
Always dry glider thoroughly before any packing or storage. To avoid
excessive paraglider cloth wear, do not pack it too tight.
While drying, never expose your paraglider to direct sunlight.
Please note that frequent playing with your paraglider on a field or a small hill
will deteriorate it quickly due to its repeated rising, falling down and dragging
around.
CLEANING
Clean the paraglider with water and a soft sponge. Do not use any chemicals
or spirits for cleaning, as these can permanently damage the cloth.
REPAIRS
Repairs should be carried out exclusively by the manufacturer, authorised
distributor or authorised workshop. It is acceptable to fix minor cloth damages
with self-adhesive patches included in the package.
INSPECTIONS
Full inspection is recommended every 12 months, if not advised otherwise by
the inspecting person (according to current paraglider condition).
USER MANUAL
17

Due to small number of suspension lines and their significant load a check is
advised every 60 flight hours, and a replacement every 100 hours.
Technical inspection is is carried out by the manufacturer or authorised
distributor (trained for inspections).
DETERIORATION: A FEW TIPS!
This paraglider is basically made of Nylon, a cloth which - like any synthetic
material - deteriorates through excessive exposure to ultraviolet rays emitted
by the sun.
Hence it is recommended to reduce UV exposure to a minimum by keeping
the paraglider packed when not in use. Even when packed in the bag, it
should not remain in the sun for long.
Suspension lines consist of Technora inner core and polyester sheath.
Putting them to excessive loads in flight and folding on the ground should be
avoided, as it can cause irreversible damage.
Keep the paraglider clean since getting dust in the lines and cloth will reduce
their durability.
Be careful to keep snow, sand or stones away from entering the cell
openings: their weight can slow down or even stall the glider, and sharp
edges can damage the cloth!
Prevent lines from catching anything as they can get overstretched or torn.
Do not step onto lines.
Uncontrolled strong wind takeoffs or landings can result in the leading edge
of the canopy hitting ground at high speeds, which may heavily damage the
ribs and surface cloth.
Knots can chafe the suspension and/or brake lines.
Check line lengths after tree or water landings, as they can stretch or shrink.
A line plan may be obtained from the website or dealer when needed.
After landing in water you should check the wing cloth as well, since the
wave forces can cause the fabric to distort in specific areas.
When taking the wing out of water, always do that by the trailing edge, so
that water can flow out freely.
After sea landing rinse the paraglider with fresh water. Since salt crystals
can weaken the suspension lines even after rinsing in fresh water, you
should replace them with new ones immediately after contact with salty
water.
18

USER MANUAL
5. TECHNICAL DATA
19
Coden 23_M 25,5_L
- EN D
- LTF D
77 77
23,70 25,50
20,22 21,75
12,83 13,31
10,31 10,69
6,95 6,95
5,25 5,25
2346,00 2433,00
434,00 450,00
7,83 8,12
233,20 243,06
85-105 100-120
6,1 6,5
Lines
Certification
Number of cells
Surface area (flat) [m 2]
Surface area (projected) [m 2]
Span (flat) [m]
Span (projected) [m]
Aspect Ratio (flat)
Aspect Ratio (projected)
Max. cord [cm]
Min. cord [cm]
Distance pilot to wing [m]
Total line lenght [m]
Weight range [kg]
Weight [kg]
Edelrid A-8000U: 025; 050; 070; 090; 120; 200; 280; 360
Fabric Dominico tex 38 g/m2
Dominico tex 34 g/m2
Porcher Hard 40 g/m2
SR Scrim, SR Laminate 180 g/m
2
Risers COUSIN TRESTEC – France; PASAMON - Poland

6. WARRANTY AND AEROCASCO
Purchase of a new paraglider is a serious expense for any pilot. That is why
we cover our paragliders with extensive warranties and additionally offer an
AeroCasco insurance against damage and repair costs.
WARRANTY
Dudek Paragliders guarantees free of charge repairs caused by the material
or production faults along following scheme:
For the free-flying paragliders warranty covers
36 months (3 years) or 300 flight hours (depending on
what comes first).If the paraglider is used for powered
flights, every hour spent in the air should be counted as
two (does not apply to dedicated PPG canopies).
For the PPG paragliders warranty covers 24 months (2
years)/200 flight hours (depending on what comes first).
For the mountaineering (MPG) and speedflying wings
as well as school and profit users warranty covers
18 months (1.5 year)/150 flight hours (depending on
what comes first).
WARRANTY DOES NOT COVER:
$canopy colour fading
$damage caused by chemicals or salt water
$damage caused by incorrect use
$damage caused by emergency situations
$damage resulting from accidents (airborne or not)
WARRANTY IS ONLY VALID IF:
$flight hours are correctly registered in the logbook of the owner (and
possible earlier owners), distinctly marking PPG flights,
$the paraglider is handled in accordance with the operating manual,
$the purchaser has not carried out any repair by him/herself (excl. minor
repairs with self-adhesive patches),
$carried out any modifications,
$the paraglider can be unmistakably identified
$the paraglider was being inspected according to prescribed timetable.
If you have ought your paraglider second-hand, ask its previous owner of the
paraglider for a logbooks copy (total of flying hours since the date of first
purchase).
20