Dudek NEMO2 User manual

NOTE!
Please read this manual carefully before your first flight

CONTENTS Page
1. Introduction...........................................................................................3
2. About the wing......................................................................................4
FOR WHOM IS THE Nemo2?
THE PROJECT
DESIGN
THE CLOTH
RIGGING SYSTEM
RISERS
SPEED SYSTEM
HARNESS
3. Flight....................................................................................................10
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
INSPECTIONS
STORAGE
CLEANING
REPAIR
DETERIORATION: A FEW TIPS!
5. Technical data......................................................................................20
6. Warranty and Aerocasco...................................................................21
7. What have you bought.......................................................................23
8. Rigging scheme and tables...............................................................24
9. Risers: design and accessories........................................................26

Trailing edge
Cell
Leading edge
Intakes
Stabiliser
Risers
Ribs
Speed bar

1. INTRODUCTION
CONGRATULATIONS!
We are pleased to welcome you among constantly growing number of
Dudek pilots. You've become yet another proud owner of a state-of-the-art
Nemo2 paraglider. Extensive development, use of most modern engineering
methods and thorough tests made the Dudek Nemo2 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 the following details:
nPurpose of this manual is to offer guidelines for pilots using Dudek
Nemo2 wing and it is by no means intended to be used as a training
handbook for this or any other paraglider in general.
nYou may only fly a paraglider when qualified to do so or when
undergoing training by an accredited School or Instructor.
nPilots are responsible for their own safety and their paraglider's
airworthiness.
nUse of this paraglider is solely at the user's own risk! Manufacturer and
distributor do not accept any liability.
nThis 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 freshly
obtained paraglider can slightly differ from the described.
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USER MANUAL

2. ABOUT THE WING
For whom is the Nemo2?
Nemo2 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
Nemo2 is the successor of very popular Nemo in the training/recreational
paragliders' class. Basically it is a free-flight wing, designed with most
modern engineering software, the Glider Plan.
During work on Nemo2 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 Nemo2 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.
Nemo2 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 Nemo2 is one of the best paragliders of its class
curently available.
DESIGN
Entire body of the wing was designed under our Canopy
Shape Guard scheme, combining multiple subsystems
and resulting in exceptionally coherent and durable body.
For more details on individual subsystems, read on.
The Nemo2 has an elliptical planform with slightly rearward swept tips. Every
second cell is divided in two, and the ribs are additionally supported by
VSS (V-shaped supports). Such design practically guarantees smooth top
surface, exact aerofoil reproduction across the entire wingspan, better load
distribution and yet more importantly, as few suspension points as possible.
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All along lower surface there is RSS (Reinforcing Strap System) employed -
a different (than usual ballooning scheme) way of making the wing more rigid
and stable.
Aerofoil of the Nemo2 was designed as Dudek Optimized
Airfoil (DOA). It incorporates all our experiences stemming
form previous designs and as a special feature is
optimized with dedicated engineering software.
Suspension points are reinforced with laminated cloth and
loads are distributed evenly in three dimensions: vertically through the ribs,
diagonally through VSS and horizontally through RSS system.
Pressure distribution inside the canopy is governed by a set of openings
prepared under OCD (Optimised Crossports Design). These are specially
conformed and carefully placed ports that provide good air movement in the
wing and its quick inflation. Crossports are scaled together with ribs of
different sizes, so that their shapes are flawless and they do not distort the
airfoil.
Leading edge of the Nemo2 is closed, and its precise shape is maintained
with internal reinforcements of laminated cloth.
The cell openings are located on the undersurface of the canopy, close to its
leading edge. Their exact position has been chosen so that point of
maximum impact pressure stays within intake area as long as possible. In
some places additional U-Vents Structure was utilized - system of
specifically shaped openings, designed to keep tension of the leading edge
in normal flight and to improve paragliders' behaviour in in case of big
collapse.
Each wingtip is built of several fully closed cells creating
stabilizers. Their task is to keep the wing properly
tensioned, true on course and regular in turns. They
are also equipped with ACS (Auto Cleaning Slots),
openings that clean otherwise locked 'dead-ends' of dirt and sand.
Due to carefully chosen mix of modern design and best materials available
Nemo2 has already shown great durability. All materials used come from
registered batches and each production stage can be verified (by identifying
individual worker and quality inspector).
THE CLOTH
Each cloth has its own characteristics, so they must be properly matched in
order to create a harmoniously behaving paraglider.
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USER MANUAL
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The leading edge features new Domenico Tex company fabric, i.e. DOKDO
30DMF(WR)-HD45 (weighing 45g/m2). As a nylon textile covered with
impregnate it is best suited to that specific area, vital for the paraglider's
quality and durability. The material is less stiff than before, what leads to
increased tear, stretch and UV-deterioraton resistance. It is not siliconised,
what means it is easily repairable with delf-adgering patches.
The rest of the canopy is made with Domenico Tex DOKDO 30DMF(WR)
(40g/m2). The textile shows perfect strength to weight ratio. All ribs have to be
relatively stiff with good load distribution. These qualities we found in Demnico
Tex DOKDO 30DFM (40g/m2) Hard Finish. The suspension points and leading
edge profiles are reinforced with SR-Scrim fabric.
RIGGING SYSTEM
All Nemo2 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 and
threes to single main suspension line. Main lines are attached to risers with
quick links (maillons). An additional 'O-ring' is installed there to keep lines
together.
All maillons are made of polished stainless steel, ensuring great strength,
durability and resistance to corrosion.
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.
Suspension lines are coloured depending on their strength and diameter as
follows:
diameter: 2,3 mm; strength: 420 daN; colour: sea-green
diameter: 1,8 mm; strength: 280 daN; colour: red and orange (big ears feature)
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
(colour code can differ slightly)
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7
RISERS
There are 4-way risers in Nemo2, equipped with:
nELR (Easy Launch Riser) - separate A riser with
golden ribbon
nspeed system affecting A, B and C risers
Risers are coloured for easy distinction:
nA - golden (launch)
nA'- blue (Big Ears)
nB - red (B-stall)
nD - grey (deflating the canopy in strong winds - aborting launch)
Main suspension lines of A row connect to A riser (golden ribbon) and A'
(blue). B row and stabilizer lines go to B riser (red), C lines to C riser (no
ribbon), and D risers (grey, with pulleys added) gather D and steering lines.
Brake handles are attached to steering lines at optimal point, guaranteeing
best safety and performance. There are two dots on steering line, higher and
lower, marking proper position of brake handles (with respectively high or
low harness suspension). More on adjusting brake lines in 3.1.
Nemo2 features our recent brake toggles, distinguished (beside its more
robust yet lighter design) by applicaiton of two systems:
nTCT (Triple Comfort Toggle) with swievel,
nEK (Easy Keeper)l
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 have an overall length of 480 mm.
Speed system affects risers A (with A'), B and C. When the bar is being
pushed, A and B riser gradually shorten, until there is a 2-cm difference
between them. Their minimal length is respectively 320 and 340 mm.
C-risers are shortened proportionally, up to minimal length of 410 mm. D-
riser retains its original dimensions.
NOTE: An improperly adjusted speed system leads to loss of
certification!
USER MANUAL

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
Neodymium magnet of the
Easy Keeper
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 Keeper
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 danger of getting them into running propeller.
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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.
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 35 cm and 49
cm from the seat (the safest distance being 40 cm). Width between
carabiners should remain between 37 cm and 45 cm, still in this case the
best option is 40 cm too.
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USER MANUAL

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 Nemo2 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 (gold risers) will strain earlier that the outer ones (A' - blue 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 (gold) and A' risers (blue) 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.
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.
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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 golden 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 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 D
risers, not the brakes. Using brakes in strong wind causes more lift, which
eventually can lift the pilot up and drag him/her back.
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USER MANUAL

TURNS
The Nemo2 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 Nemo2 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 Nemo2 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.
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
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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 Nemo2 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 D-risers
(coloured grey) 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 Nemo2 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.
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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 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 (red) 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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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
Nemo2 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
Nemo2 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.
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SIDE COLLAPSE
May happen in strong turbulence. Usually Nemo2 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 Nemo2 will
reinflate instantly and spontaneously.
FRONTAL COLLAPSE
Can happen in strong turbulence. Active piloting will usually prevent
its occurrence. Under normal conditions Nemo2 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. Nemo2 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.
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LINE OVER and CRAVATTE
Nemo2 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 D-risers (grey ribbon) or stabilo lines.
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USER MANUAL

4. PARAGLIDER CARE
Looking after your paraglider will prolong the life of your Dudek
Nemo2.
INSPECTIONS
Full inspection is recommended every 24 months, 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.
STORAGE
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.
REPAIR
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 package.
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