Dudek Nemo 4 Series User manual

V 24.01.2018
Manual Appendix – Moto

index
2
INDEX page:
riser design 3
launch 9
flight 12
influence of the brakes on reflex profile 15
landing 16
golden rules 17
speed modes 18

risers design
steering line
swivel
speed
system
pulleys
Easy Keeper magnets
carabineer
speed
system
hooks
B
CA' A
3
pulley
TCT steering
handle
ELR
(Easy Launch
Riser)
Suspension point,
high hangpoint
Point are marked:
left side: blue
right side: red
Suspension point, low hangpoint
trimmer buckle
trimmer strap
trimmer lock system

On MotoRisers
Our new universal risers for motorised paragliding feature two sets
of suspension points. Because of that you don’t have to adjust
steering lines when you want to use your paramotor.
Beside trimmers MotoRisers have a speed system too, which can be
used both for free and powered flying. Its operation is described in
Nemo 4 manual.
In comparison with standard risers, here the C riser (blue) is
connected with the other risers through a limiter, making
impossible full depression of speedbar when trimmers are released.
In result total difference of risers length does not exceed certified
values. Speed system and trimmers operate alternatively or can act
together, but in limited range then.
4
risers design
Suspension point,
high hangpoint

5
MotoRisers for the Nemo 4 feature:
<ELR (Easy Launch Riser) - a facile launch system.
This is a distinguished A riser (marked with red taper),
<speed system affecting A, and B risers,
<trimmer with replaceable tape, affecting B
and C risers,
<dedicated limiter of speed system and trimmers operation.
Our newest brake handle used in Nemo 4 besides its attractive,
light design features:
<TCT system (Triple Comfort Toggle)
<a swivel – preventing possible twisting of the steering line,
<Easy Keeper system - see next page
For quick and easy recognition in emergency, some of the risers are
distinguished with coloured covers as follows:
A - red (used for launching)
A' – red (used for big ears),
B - yellow (used for B-stall),
D - blue (needed to keep the glider down in strong
wind – aborted launch ).
Suspension points for the main carabiners (lower suspension) are
marked with colours too, to distinguish the sides:
<red tape – right side
<blue tape – left side.
TCTTCTTCT
Triple Comfort TogglesTriple Comfort TogglesTriple Comfort Toggles
TRTRTR
Trimmers
risers design

8
EKEKEK
Easy Keeper
risers design
Easy Keeper is our indigenous way to hold
the brake handles at the risers by using
strong neodymium magnets. It keeps the
handles firmly at the risers, while both
attaching and releasing goes smoothly
and easily.
The system allows for easy placing the
brake handles on risers during flight, when
they are not used, thus minimalizing the
danger of getting into running propeller.

7
risers design
Addressing different needs of our clients
we have created a TCT system - Triple
Comfort Toggle, making it possible to
have your brake handles in rigid, half-rigid
or soft configuration without need to
purchase additional handles.
swivel against twisting
of the steering line
Neodymium magnet of the Easy Keeper
exchangeable insert
slit for the inserts
semi-soft
PVC insert
rigid insert
The soft handle is obtained when no insert is used.
TCTTCTTCT
Triple Comfort Toggles

8
Putting the trimmer tape loop on the main
carabiner will allow you to retain the EN
certificate. At this setting you can use the
speed system in its full certified range,
without possibility of applying the
trimmers.
Trimmer lock system
risers design

First flights
In order to get familiar with your wing we recommend flying with
closed trimmers first (0), because in this configuration Nemo 4
behaves like a classic paraglider. Flying like that try pulling the
brakes some until you feel resistance, usually it will be at about 1/4
of the brake travel.
Once you feel confident with your wing, you can start
experimenting with faster trim settings and speed system. Learn to
use all of the additional speed and safety of the Nemo 4.
Important: Before each start it is necessary to have a
thorough check of the paraglider,harness and power unit.
Classic launch with no wind
Even when it seems that there is no wind at all, it is rarely so.
Therefore always be careful in determining the conditions, since in
PPG flying it is most important that the launch and initial climb are
performed with a head wind (the danger of losing your airspeed
while crossing the the wind gradient is greatly reduced). Special
attention must be paid to trees, power lines and other obstacles,
including the possibility of emerging rotors.
Paraglider 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
completely closed. In 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 check if:
<Kthe helmet is on and locked,
<the risers are clipped in the carabiners,
<the trimmers are properly set,
<nothing will get in propeller's way,
<speed system is running without problems,
<steering lines and handles are free and not twisted,
<the engine delivers full power,
<take off area is clear of obstacles and free to use.
When you are sure everything is OK, you can clip in the wing and
execute launch as in free flight.
launch
9
!

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).
Still, possible fall on your back and damaging the propeller is
dangerous (and costly!) so it should be avoided at any price, even
that of some damaged lines!
During take-off, when you feel the strain on both risers to be equal,
make sure the canopy is overhead, open up full power and lean
back to counter the engine thrust, so that it can push 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
swerve from its course, just pull the opposite riser and run under
the centre of the wing while preserving starting direction. If the
wind suddenly drops, give a stronger pull on the risers. If the
paraglider falls 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 rises, the forces grow 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 do so
neither stopping nor turning. Once you feel the forces on the risers
decrease, run faster and let go of the risers. See if there is already
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, see that the cage
does not catch any lines.
< Any brake operation (or steering inputs 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 is, the more brake input is required to
take off.
<The lower the hangpoints of your power unit are, the easier is
the launch.
Reverse launch in strong wind
Reverse launch can be executed holding in one hand both A risers
and one brake, with throttle and the second brake in the other
10
launch

11
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 its trailing edge against 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 the right and left one.
We suggest that you lay the risers in the same way as you will be
turning during reverse launch, and place one riser over the other,
with rear risers upmost. It should be done this way because once
you clip in, the cage of your power unit will make turning on your
own practically impossible. Now run the pre-launch checklist.
After warming up the engine put the power unit on, turn to face the
wing, go to the risers and clip them in the 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 the risers, brakes and throttle as described above,
pull the front risers and raise the canopy over your head.
Once you have it overhead, turn around, open the throttle and take
off.
Remember:
<You are launching with your hands crossed. You have to really
master this technique before trying it with a running engine on
your back.
<Any brake operation (or steering inputs in general) should be
smooth and gentle.
<Do not try to take off until you have your wing overhead. Hitting
the gas pedal before that can cause dangerous oscillations.
<Do not sit in the harness until you are sure you are flying!
<The faster the trim setting is, the more brake input is required to
take off.
Important: When clipping in the crossed risers, you can find
proper connection of the speed system particularly hard. Be
careful not to confuse the risers!
launch
!

12
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 open even a stall can
happen.
In powered flight, 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. Besides, you should always be
able to land safely in case of engine malfunction, so it’s better not
to take unnecessary chances and always 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, so be counter-steer it with a brake or
harness cross-bracing. You can also release one trimmer a bit (by a
few cm) opposite to the turning moment.
When climbing steeply with slow trim settings and high power
output beware of the possibility of stall.
Power-unit induced oscillations
Certain configurations of engine weight, output and propeller
diameter can cause serious oscillations, during which the pilot is
being 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
<adjust the cross bracing 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.
The best method is to fasten opposite cross-bracing, or apply some
weight-shift. 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,
flight

13
increasing the problem instead of solving it. In this case the safest
way to deal with this question is to close the throttle and release
the brakes.
Especially less-experienced pilots tend to overreact. This is called a
pilot-induced oscillation, and proven solution is to leave the brakes
alone.
Level flight
Once you have gained safe height after take-off and wish to go for
a route, you can turn onto the right direction, fully open the
trimmers and let off the brakes. If the conditions are turbulent, we
recommend flight with closed trimmers and steering with the
brakes.
If you have a variometer or altimeter aboard – watch it. In level
flight it is very easy to start climbing unintentionally. The
instruments will help you optimise speed and fuel economy.
Of course each flight will depend on current configuration of your
gear, but due to its ability to fly safe the Nemmo 4 will let you
adjust everything to the best effect. Good knowledge of weather
conditions (e.g. wind at different altitudes and smart use of
thermals or dynamic lift will help you greatly reduce fuel
consumption and increase flight range. Of course the engine is
always there to bring you in the right place.
Do not hesitate to lead the Nemo 4 into tight thermalling in order
to win some altitude and spare fuel. In order to make the best of
the thermal, completely close the trimmers.
Trimmers and speed-system operation
Trimmer unit consists of trimmer buckle holding red trimmer tape
with blue scale, finished with orange loop. The other end of the
trimmer tape is fastened with a quicklink to the riser, so that in case
of damage or excessive wear it can be quickly and easily replaced.
Two basic positions of trimmers can be distinguished:
<fully closed “0” – minimum speed and sink – best
position for take-off and landing
<fully opened – maximum speed and sink
The trimmers enable control of the torque (with asymmetric setting)
and increase the speed without engaging speed-system.
When free-flying you can put the orange trimmer loop on the main
carabiner, thus retaining the EN certificate.
flight

14
Important: It is advised to engage the speed system with
closed trimmers (position “0”). If engaged with opened
trimmers, a dedicated limiter will stop movement of the C
(blue) risers beyond certified range in EN tests.
!
flight

influence of the brakes on airfoil
15
Released trimmers without brakes operation
Fast flying setting.
Due to partial modification of the aerofoil with
dedicated riser system, centre of pressure of the
aerofoil is moved forward.
Released trimmers with brakes applied
Even slight brake operation (especially when fully
accelerated) will move centre of pressure backwards,
and the torque will decrease the angle of attack.
Additionally, the airflow is considerably disturbed. In
particular cases this can cause a collapse. Steering
lines operation may be necessary for corrections of
the heading, nevertheless when flying straight line
steering handles should be fully released. Otherwise
they will alter the equilibrium of the aerodynamic
forces affecting the profile.
Closed trimmers
Operating the brakes is in this configuration a typical
steering mode and does not cause any danger. Such
setting is used during launch, landing and thermalling.
The canopy is configured exactly as during the EN
tests.
center of pressure
lift
speed
sink
pitching moment
Influence of the brakes on airfoil effectiveness
when accelerated
Pilots used to classic canopies without trimmers tend
to fly “actively”, with steering lines constantly under
tension. Such piloting of a canopy with released
trimmers is totally ineffective and can even be
dangerous.
Basic rule when flying both accelerated and on
released trimmers says: steering must be smooth,
with no aggressive inputs, using no more than 25%
of the total steering range.
In case of encountering massive turbulence we
advise to close the trimmers completely and take
active control of the canopy via steering lines.
See following drawings.

16
When piloting at high speed, with opened trimmers and/or speed
system, any steering inputs must be smooth and easy. In turbulent
air releasing trimmers should be avoided, since in case of a collapse
the canopy will behave more dynamically than during EN tests.
When flying slow (trimmers closed, position “0”), tight and effective
turns can be made with differential brakes operation. Slight use of
external brake (with engaged inner one) will compensate for loss of
lift due to bank angle. Moreover, turns can be assisted with opening
throttle, engagig speed system etc. Once with accumulated
experience you will master these techniques, you will be able to
execute smooth, fully coordinated turns.
Landing
In PPG flying there are two kinds of landing: with and without
power.
Power off landing
At an altitude of 50 metres switch the engine off and glide as you
would on a conventional paraglider. It reduces the chances of
damaging the propeller on landing, but on the other hand there is
only one attempt possible - so it has to be done right!
If the landing field is not big enough and you have to land on the
spot, we advise you to set the trimmers in 0 position (closed). It will
increase lift coefficient of the wing, effectively decreasing its sink
rate and speed. Such an action is especially important when flying
with high surface loading.
Powered landing
Make a flat approach with the engine idling, then level out and lose
the speed before final flare. Immediately after touchdown switch off
the engine. The main advantage of this procedure is of course the
possibility of a repeated approach if anything goes wrong. Still, if
you forget to switch off the ignition before the wing falls down,
there is a considerable risk of damaging propeller, catching lines in
it or even suffering injuries connected with falling on your running
engine.
Remember:
<Whenever possible, get to know the landing field before taking
off.
<Check the wind direction before planning the approach.
<Landing with power off requires much less space.
<In case of any doubt, practice the landing until you feel totally
safe.
landing

golden rules
17
GOLDEN RULES!
<Never place the power unit downwind of the paraglider.
<Check, double check and then check once again if there is no
fuel leakage.
<Do you have enough fuel for the flight? It is always better to
have toomuch than too little!
<Check if there is nothing loose in the harness, that could
possibly contact the propeller in flight.
<Whenever you encounter a problem, fix it AT ONCE however
small it is!
<Always put on and lock the helmet before getting in the
harness.
<Before each launch run a full pre-flight inspection.
<After landing, control the wing facing the direction of flight, as
on turning you always risk getting lines in the propeller. Turn
only if there is danger of falling on your back.
<Do not ask for trouble - do not fly over water, between trees or
power lines and other places where engine failure will leave you
helpless.
<Mind the turbulence caused by other gliders or even by
yourself, especially when flying low.
<It is not reasonable to let go of the brakes below 100 meters,
because a possible power unit malfunction may require
immediate attention.
<In general never trust your engine, as it can stop at any
moment. Always fly as if it’s exactly what it's going to do.
<Unless it is absolutely necessary (e.g. collision avoidance), do
not execute tight turns against the torque direction. Especially
when climbing you can easily enter a stall and consequent
negative spin.
<Do not fly with tail wind at low altitudes, as it pretty much
narrows your options !
<Do not wait for the problem to grow - any change of engine
sound or a vibration can indicate troubles. You'll never know
until you land and check it out!
<Be certain of your navigation
<Remember that not everyone is fond of your engine noise. Do
not scare the animals.

speed modes
18
Trimmers closed (’0' position) Trimmers opened
Minimal speed and minimal sink
Take-off position
Increased speed and sink
C
B A
CA’ B AA’
size: 20 i 23 25 i 28 31
A 515 535 555
A’ 615 635 655
B 515 535 555
C 515 535 555
size: 20 i 23 25 i 28 31
A 515 535 555
A’ 615 635 655
B 555 575 595
C 615 635 655
* lengths of the risers incl. quicklinks, length tolerance +/- 5mm

speed modes
19
Full acceleration with closed
trimmers:
Full acceleration with opened
trimmers:
Full speed, increased sink Full speed, increased sink
C
B A
CA’ B AA’
size: 20 i 23 25 i 28 31
A 390 390 390
A’ 490 490 490
B 430 430 430
C 515 535 555
size: 20 i 23 25 i 28 31
A 490 490 490
A’ 590 590 590
B 530 530 530
C 615 635 655
* lengths of the risers incl. quicklinks, length tolerance +/- 5mm

Dudek Paragliders
ul. Centralna 2U, 86-031 Osielsko, Poland
www.dudek.eu, [email protected]. ([phone]