Dudek Nemo XX 23 User manual

CONTENTS Page
1. Introduction...........................................................................................4
2. About the wing......................................................................................5
FOR WHOM IS THE Nemo XX?
THE PROJECT
DESIGN
THE CLOTH
RIGGING SYSTEM
RISERS
SPEED SYSTEM
HARNESS
3. Flight....................................................................................................11
PRE-FLIGHT CHECK
LAUNCH
TURNS
THERMALLING AND SOARING
FLYING WITH SPEED SYSTEM ENGAGED
LANDING
WINCHING AND MOTOPARAGLIDING
RAPID DESCENDS
EXTREME FLYING MANOEUVRES
4. Paraglider Care...................................................................................18
FOLDING AND STORAGE
CLEANING
REPAIR
INSPECTIONS
DETERIORATION: A FEW TIPS!
5. Technical data......................................................................................20
6. Warranty and Aerocasco...................................................................21
7. What have you bought.......................................................................23
8. Rigging scheme .................................................................................24
9. Risers design .....................................................................................26

Trailing edge
Cell
Leading edge
Intakes
Stabiliser
Riser
Ribs
Mini-rib
NOTE!
Please read this manual carefully before your first flight
3

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
recreational state-of-the-art paraglider. Extensive development, use of most
modern engineering methods and thorough testing resulted in a user friendly
paraglider which provides good performance without neglecting the very fun
of flying.
We wish you a lot of safe and enjoyable airtime with it.
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.
4

2. ABOUT THE WING
For whom is the Nemo XX?
Nemo XX is a modern training/recreational paraglider with good
performance and great safety. Originally intended for novice free-flying
pilots, due to its stability it is well suited to training, towing and PPG flying as
well.
THE PROJECT
Nemo XX is the successor of very popular Nemo2 in the training/recreational
paragliders' class. Basically it is a free-flight wing, designed with most
modern engineering software, the Glider Plan.
Three-row canopy with rigid cores (Dudek FlexiEdge technology) capitalizes
on recent knowledge gained while testing three- and two-liner sport protos.
Inner reinforcements, structural cores and mini-ribs perfectly shape and
stabilize the high-lift aerofoil. Well thought-out three-row rigging markedly
decreases drag, thus enhancing overall performance. Mini-ribs on the trailing
edge keep it slim and decrease ballooning, radically improving the airflow. All
these combined solutions result in high glide ratio in this class, and
outstanding safety confirmed by EN A certification.
During work on Nemo XX we put a lot of attention into flight safety, good
steering, ease of operation, good performance and - last but not least - good
look. In several prototypes leading to the final Nemo XX we tested different
profiles, planforms and curvatures against turbulence and instability in
various situations. Additionally, the selected airfoil was sampled and
optimalised with dedicated CFD (Computational fluid dynamics) software.
New engineering possibilities combined with Piotr Dudek's designer
experience resulted in a perfectly stabilised canopy, ideally fulfilling every
pilot's expectations.
Nemo XX is safe, good performing, easy launching canopy. Its versatility is
confirmed with good towing (Computational fluid dynamics) and perfect PPG
characteristics.
We are satisfied to see that Nemo XX is one of the best paragliders of its
class curently available.
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USER MANUAL

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.
Nemo XX 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).
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 air intakes are placed on the lower surface close to the leading edge,
placed so that max pressure point remains in the area at possibly many
states of flight. They are designed and executed in Shark-
nose technology, meaning specific, concave shape of the
reinforced profile area at its leading edge (the name comes
form the very shape, reminding shark's nose). Due to such
shape the intakes can be smaller and moved a bit back, so that leading edge
remains undisturbed and offers smooth airflow. The internal pressure of the
canopy stays stable within wide speed range. In everyday flying this results in
greater resistance to stalls (e.g. when thermalling) and front collapses at high
speeds.
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 Nemo XX is the Flexi-Egde
technology. The leading edge is closed to the airflow, and
its precise shape is kept with laminated cloth
6

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 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 Nemo XX. All materials used come from marked
production batches, and each production step can be verified down to
identification of specific worker and controller.
Nemo XX 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.
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 Porcher
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 (40 g/m2). All suspension points and
leading edge reinforcements are made of SR-Scrim fabric.
RIGGING SYSTEM
All Nemo XX lines have coloured polyester sheath
covering a core inside. Due to limited number of lines
we made sure they are strong enough by employing
brown TECHNORA cores. As a result is we have lines
that are both strong and offer high stretch resistance.
Rigging system consists of individual lines looped and stitched at each end.
The upper level (gallery) lines start at the suspension points of the canopy.
These lines connect to middle level ones, and these in turn adjoin by twos to
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USER MANUAL

single main suspension line. Main lines are attached to risers with 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 polished stainless steel, ensuring
great strength, durability and resistance to corrosion. We
use only the best quality, certified maillons by Peguet.
Wingtip lines connect outer suspension points with maillons in similar steps
as above. The same story goes for steering lines. With consecutive
cascades they lead from trailing edge down to main brake lines, which then
go through pulleys connected to the C-riser and finish at the brake handles.
Those lines do not carry any suspension loads.
RISERS
There are 3-way risers in Nemo XX, equipped with:
nELR (Easy Launch Riser) - separate A riser with red
ribbon
nspeed system affecting A, A’ and B risers
Risers are coloured for easy distinction:
nA - red (launch)
nA'- red (longer one for Big Ears)
nB - yellow (B-stall)
nC - blue (deflating the canopy in strong winds - aborting launch)
Main A row suspension lines connect to an A riser. The outer A suspension
line connects to an elongated by 10 cm A' riser (both red).
B row and stabiliser lines go to B riser (yellow) and C lines to C riser (blue)
as well as steering lines (through their pulleys).
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.
Nemo XX features our recent brake toggles, distinguished
(beside its more robust yet lighter design) by applicaiton of
TCT (Triple Comfort Toggle) with swievel.
8

Triple Comfort Toggle (TCT)
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 protects
the steering line
against twisting
Snap fastener
exchangeable insert
slit of the rod
half-rigid
PVC tube
rigid plastic rod
The most soft handle is obtained when no
insertion is used.
Easy Catch
"Easy Catch"
speedbar is a
godsend for those
who have problems
catching the bar
after taking off.
The speedbar is
designed to stay
always in front of
the speedsystem
lines. Its finish is
very robust, so
long-term service is
guaranteed.
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USER MANUAL

SPEED SYSTEM
The heart of speed system is a line sewn into A riser, running through two
pulleys and finished with a loop with small hook. There you attach the speed
bar line. In normal flight all risers (except A’) have the same length.
Speed system affects risers A (with A'), and B. When the bar is being
pushed, A and B riser gradually shorten. C-riser retains its original
dimension.
NOTE: An improperly adjusted speed system leads to loss of
certification!
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!
The maximum action is reached when speed system pulleys touch.
SPEED SYSTEM USAGE
Before take-off attach paraglider risers to the harness with main carabiners.
Then connect speed system cords with hooks or quick-links. Finally 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. Slight speed-bar operation can also optimize your flight, i. e. when
entering a thermal.
10

Speed system activation 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 in any extreme manoeuvres! If the canopy
does collapse, release the speed bar immediately and correct the
situation as usual.
WHAT HARNESS?
You can use any certified harness with hang point between 40 cm and 45
cm from the seat (it depends on take-off weight). Width between carabiners
should remain between 40 cm and 48 cm. Configuration of tested
harnesses is indicated in certification tables for each size
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 configuration the effect of your hands' movement 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 tightened just the correct amount..
3. FLIGHT
PRE-FLIGHT CHECK
A thorough pre-flight check is essential for any aircraft; the Dudek Nemo XX
is no exception.
Having unpacked and laid out the paraglider, following checks must be
made:
nCanopy, lines and risers condition. Do not start if any damage is
noticed.
nParaglider should be arranged in such a way that the centre section A-
lines (red risers) will strain earlier that the outer ones (A' - red risers).
This ensures easy and symmetrical launch.
nCentral cells have to be laid out carefully, with leading edge even and
pre-tensioned.
nAll 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 and A' risers (both red) to the canopy.
nIt 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 brake handles and run freely through pulleys to the trailing
edge.
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USER MANUAL

nSee that the risers are not twisted. It is very important not to loop any
lines around the canopy. The so-called "line-over" may have disastrous
consequences during take off.
Always put on and fasten your helmet before clipping risers to the
harness. Check quick links (maillons) between suspension lines and
risers - sometimes they can unscrew.
Check main carabiners. They must be properly mounted, closed and
locked.
LAUNCH
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 red ribbon), 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.
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 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.
Reverse launch
Should be used when wind speed rise over 3 m/s. After clipping risers into
carabineers turn back to face the wing, moving one riser group over your
head. As a consequence, you will have the risers crossed. Unlock brake
handles and grip them outside of the risers without crossing neither arms, nor
lines. In this way you have right brake in right hand. Keeping brake handles in
hands take corresponding A risers on both sides. Make sure that the wing
inflates symmetrical and the lines are not tangled. Building up tension with a
12

few steps back and simultaneously lifting the A risers (without pulling them
towards you) will make the canopy rise. When it arrives over your head,
stabilize it with brakes, check again if everything is OK and turn.
Remember to turn always in the same direction. 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.
CAUTION
When deflating the canopy in strong winds (e. g. aborting a launch), use C
risers, not the brakes. Using brakes in strong wind causes more lift, which
eventually can lift the pilot up and drag him/her back.
TURNS
The Nemo XX is a responsive wing; it has easy handling and reacts instantly
to any steering input, with progressive forces on the brakes. Adding some
weight shift will make the paraglider turn faster and tighter.
The combined technique (weight shifting plus brake input) is the most efficient
method. Turn radius is determined then by amount of inside brake used and
weight shift. Additional application of a little outside brake after initiating the
turn with maximum weight shift increases efficiency and the outboard wing's
resistance to collapse (in turbulence, the edge of a thermal etc).
When it is necessary to turn the Dudek Nemo XX in a confined area at slow
speed (e.g. slope soaring), we recommend 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 of the turn.
When entering a turbulent area you should brake a bit, just to put up the
tension. It will give you better feel of the wing and 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 Nemo XX minimum sink is attained with slight brake pressure
applied (10 cm to 15 cm depending on pilot's weight). In turbulent conditions
the canopy should be flown with 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 remain above pilot's
head. In order to achieve it, paraglider should be accelerated by letting off the
brakes when entering a thermal (accordingly to its strength) and slowed down
on exiting. This is basic active flying that can spare you many potential
collapses.
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USER MANUAL

When soaring the slope, a minimum height of 50 m above ground is
recommended for safety reasons. It is important to comply with the rules of
air traffic, especially when many pilots share airspace close to a hill. In such
conditions rapid avoidance manoeuvres are often not possible.
FLYING WITH SPEED SYSTEM ENGAGED
When flying into head wind or through sink 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.
LANDING
The Nemo XX is easy to land. Final leg of the landing approach must bring
you into wind. At approximately 1 meter above ground pilot should flare the
canopy, applying brakes accordingly to conditions. The glider may even
climb again for a while gaining some height, if too much brake is used.
Strong wind landings hardly requires braking, if any at all! Use C-risers
(coloured blue) to deflate the canopy after landing. Using brakes will
probably result in pilot being lifted and dragged backwards.
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.
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 Nemo XX 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. As a result it can stay behind a pilot, if he
neglects bringing it directly over head during launch.
14

RAPID DESCENTS
BIG EARS
You can deflate both wingtips simultaneously pulling down the A' risers (red
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 DIVE
You can reach highest sink rates by spiralling. Significant G-forces, however,
make it difficult to sustain a spiral dive for long, as it places high loads on the
pilot and glider which can lead even to a blackout. Never do this manoeuvre
in turbulence or at too high bank angles, that is make sure that sink speed
never exceeds 16 m/s. If the wing does not recover after releasing the brake,
you must support it applying outer brake.
NEVER DO BIG EARS IN A SPIRAL!
Tests have proven that loads in a dive can be even higher than those
used in certification tests (i.e. 8 G), which could result in structural
failure of the glider, as smaller number of lines is taking these high
loads.
B-STALL
To enter a B-stall simultaneously pull down both B-risers (yellow) by 10-15
cm. The wing will collapse on entire span along B-row, airflow over the top
surface will break and canopy surface will be decreased. Forward movement
will be almost completely gone. Avoid pulling of the B-risers deeper, as it
increases the wing instability. If the canopy forms a horseshoe with wingtips
in front of the pilot, gently apply brakes to recover.
To exit B-stall both risers should be released in a smooth and decisive
manner. On quick and symmetrical releasing B-lines airflow reinstates and
the wing surges forward, returning to normal flight.
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USER MANUAL

CAUTION: see Parachutal Stall section.
All rapid descent techniques should be practised in smooth air and
with sufficient height only! Full stalls and spins are to be avoided as
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
Nemo XX was not designed to perform aerobatics.
WING OVER
You make a wingover by executing a series of consecutive, alternating turns
with constantly growing bank angle. Too much banking with some flaws in
coordination can evoke pretty dynamic collapse.
CAUTION: Steep turn with bank angle exceeding 60 degrees is a
prohibited aerobatic manoeuvre!
EXTREME AND DANGEROUS SITUATIONS
CAUTION
PROVOKING EXTREME SITUATIONS SHOULD ONLY BE CARRIED OUT
DURING SAFETY TRAINING COURSE (INSTABILITY TRAINING) UNDER
PROPER GUIDANCE! WHILE PROVOKING OR EXITING REAL
SITUATIONS THERE IS DANGER THAT YOUR ACTIONS WILL PROVE
TOO QUICK OR TOO STRONG, SO YOU SHOULD EMPLOY GOOD
JUDGMENT, STAY CALM AND TAKE MEASURED ACTIONS.
Since all actions required to exit or prevent dangerous situations on
Nemo XX are typical and pilots flying this wing should already have
some experience, we are going to describe only the characteristic
features for this paraglider. Description of standard dealing with
extreme situations can be found in textbooks.
SIDE COLLAPSE
May happen in strong turbulence. Usually Nemo XX does not turn at all.
With collapses of some 50% pilot has a couple of seconds to react before
paraglider enters a turn. A little countermeasure will be enough to keep it on
course. Under normal conditions Nemo XX will reinflate instantly and
spontaneously.
16

FRONTAL COLLAPSE
Can happen in strong turbulence. Active piloting will usually prevent
its occurrence. Under normal conditions Nemo XX reinflates
instantly and spontaneously. Applying some brakes in the right
moment will greatly speed up recovery.
FULL STALL AND SPIN
Practically do not occur spontaneously. It may happen only as a
result of serious mistake or intentional action. Just be careful when
flying with low speeds, until you feel familiar and comfortable with
new wing.
Wing recovers spontaneously in initial phase of stall, otherwise use
standard procedures.
PARACHUTAL STALL
Under normal conditions does not occur. If you want to prevent it,
stick to a couple of rules:
nafter B-stall, release the risers quick and evenly. Nemo XX does not
jump forward excessively.
nafter Big Ears execution engage speed system. It will increase the sink
rate and safety margin, as big ears constitute an aerodynamic brake
with significant loss of speed.
Nevertheless, if such a situation happens, apply some pressure to speed bar
and/or push the A risers forward.
LINE OVER and CRAVATTE
Nemo XX is a modern wing, so in order to minimise drag it has less and
wider spaced suspension lines. That's why it's possible that a wingtip gets
tangled after some bad collapse. Usually a couple of stronger pulls with
brake will clear things out. If it does not solve the problem, try big ears or
pulling down corresponding riser. In case of any doubts pilot should
seriously consider throwing the rescue chute.
EMERGENCY STEERING
In case of any malfunction rendering steering with brakes impossible, you
can safely steer and land using the C-risers (blue ribbon) or stabilo lines.
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4. PARAGLIDER CARE
Proper maintenance of the paraglider will greatly enhance its durability
FOLDING AND STORAGE
Nemo XX features a number of recent technologies, like tensioning the leading
edge with a plastic string. That's why the paraglider should be folded with care
in order to keep it healthy during transport and storage.
Basic rules to be observed when folding:
1. We fold the canopy together on rib-to-rib, cell-to-cell basis (like a
harmonium). We don't break the wing in halves, taking the stabilizers towards
centre.
2. After creating a package along the maximum chord, we don't roll it, but fold
two to three times (depending on the chord length) from trailing to the leading
edge.
3. Leadin edge stays on top of the folded canopy.
4. Don’t pack too tightly.
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.
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.
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.
Leaving wet paraglider in a car heated by sun is absolutely unacceptable!
Effect of an oven occurs and as house tests of the wet fabric have
shown, colours can get unstable even at 50 grade Celsius. Guarantee
claims concerning colour loss and stains will not be accepted!
While drying, never expose your paraglider to direct sunlight.
Store the paraglider in a dry space, away from chemicals and UV exposure.
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.
18

INSPECTIONS
Full inspection is recommended every 24 months, or
if not advised otherwise by the
inspecting person due to current paraglider condition.
Paragliders in commercial use (training and tandem flights) should be
undergoing Full Inspection every 12 months (excluding first 24-month period
after purchase).
Technical inspection is carried out by the manufacturer or authorised person.
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.
150 flight hours
(depending on what comes first)
USER MANUAL
19

5. TECHNICAL DATA
20
Nemo XX 23 25 28 31
Certification EN A EN A EN A EN A
LTF A LTF A LTF A LTF A
Number of cells 42 42 42 42
Surface area (flat) [m 2]23,00 25,30 28,00 31,00
Surface area (projected) [m2]19,56 21,52 23,82 26,37
Span (flat) [m ] 10,78 11,30 11,89 12,51
Span (projected) [m] 8,46 8,87 9,33 9,82
Aspect Ratio (flat) 5,05
Aspect Ratio (projected) 3,65
Sink rate [m/s] min = 1,1 + - 0,1m/s
Speed [km /h] trim = 37; max = 47 + - 2km/h
Max. cord [cm] 264,00 276,90 291,30 306,50
Min. cord [cm ] 62,00 65,10 68,40 72,00
Distance pilot to w ing [m ] 6,52 6,84 7,19 7,57
Total line lenght [m ] 233,43 245,06 258,66 272,48
Weight range EN [kg] 55-75 70-90 85-110 100-135
Weight range DGAC [kg] 55-95 70-110 85-130 100-155
Weight [kg] 4,8 5,2 5,6 6,0
Lines Technora: 1,2 & 1,3 & 1,5 & 1,8 & 2,3
Fabric Porcher 38 g/m2 & Dominico tex 34 g/m2
Dominico Tex Hard 40 g/m2
SR Scrim, SR Laminate 180 g/m2
Risers PASAMON - Bydgoszcz, Polska