Dudek Shark User manual

Dudek Paragliding, ul. Szancera 2/XIp, 85-792 Bydgoszcz, tel. [phone], [e-mail]

NOTE!
Please read this operating manual before the first flight
MPORTANT:
Remember to fill in and send us the registration card, which is sewn on to the
trailing edge of the paraglider. When we receive it, we will send you the
Warranty, AeroCasco or Golden Package confirmation (whichever you
choose). You will also receive small gifts.
If you have bought the paraglider together with the Golden Package, you will
receive:
$Golden Package, AeroCasco and Warranty confirmation (after you have
sent the registration card),
$free first technical servicing,
$Cordura backpack
$speed system
$small gifts.
More information about the Golden Package on page 22.
If you have bought the paraglider without the Golden Package, but with
AeroCasco, you will receive:
$AeroCasco and Warranty confirmation (after you have sent the
registration card)
$small gifts
More information about AeroCasco on page 21.
If you have bought the paraglider without the Golden Package or AeroCasco,
you will receive:
$Warranty confirmation (after you have sent the registration card)
$small gifts
More information about Warranty on page 20.
The above mentioned confirmations will allow us later to identify the
paraglider, to categorize it into a proper insurance group and to determine the
insurance expiry date.
Also, the confirmations are useful, when you want to sell the paraglider (they
allow the new owner to keep all the benefits).
NOTE! If you aren't the first owner of the paraglider, you should send us the
registration confirmation together with a copy of previous users' logbooks (total of
flying hours) within 14 days from the date of purchase, in order to be able to keep
the warranty.
Details on page 21.

CONTENTS Page
1. Introduction...........................................................................................3
2. On the wing...........................................................................................4
WHO SHOULD FLY SHARK?
THE CLOTH
RIGGING SYSTEM
RISERS
3. Speed system........................................................................................6
SPEED SYSTEM ADJUSTMENT
SPEED SYSTEM USAGE
4. Harness................................................................................................10
5. Flight....................................................................................................10
PRE-FLIGHT CHECK
LAUNCH
TURNS
THERMALLING AND SOARING
FLYING WITH SPEED SYSTEM ENGAGED
LANDING
WINCHING AND MOTOPARAGLIDING
AEROBATICS
6. Rapid Descents...................................................................................14
BIG EARS
SPIRAL DIVE
B-STALL
7. Extreme Flying Manoeuvres..............................................................15
ONE SIDED COLLAPSE
SPIN AND FULL STALL
WING OVER
FRONTAL COLLAPSE
LINE OVER
PARACHUTAL STALL
EMERGENCY STEERING
8. Canopy Care........................................................................................17
STORAGE
CLEANING
REPAIR
DETERIORATION: AFEW TIPS!
9. Technical data.................................................................................19
10. Tree Star Security Assistance........................................................20
11. What have you bought......................................................................23
12. Rigging tables....................................................................................24

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1. Introduction
CONGRATULATIONS!
We are pleased to welcome you among the number of discerning Dudek
Paragliding pilots. You are now a proud owner of a state-of-the-art
paraglider. Extensive development by using the most modern methods and
thorough tests make the Dudek SHARK a user friendly paraglider without
neglecting performance and fun of flying.
We wish you many enjoyable hours flying your new Dudek MANTA.
DISCLAIMER.
Please read this manual carefully and note the following details:
$The purpose of this manual is to offer guidelines to the pilot using
the Dudek SHARK wing and it is by no means intended to be used
as a training manual for this or any other paraglider in general.
$You may only fly a paraglider when qualified to do so or when
undergoing training at an accredited School or Instructor.
$Pilots are responsible for their own safety and their paraglider's
airworthiness.
$The 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
CEN/AFNOR. Any alterations to the paraglider will render its
certification invalid.
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2. On the wing
WHO SHOULD FLY SHARK?
We have designed this paraglider with following pilots in mind:
$People, who having acquired experience on recreational wings, would
like to try their hand at flying a paraglider that enables cross country
flights, without giving up joy of flying.
$Intermediate competitors, who would like to start taking part in
competitions with big safety margin on their side.
$Motoparagliding enthusiasts.
$Pilots living rather in flat countryside, who need a very stable wing and
one efficiently gaining altitude when winched.
The Dudek SHARK is a perfect combination of performance and safety.
The SHARK has a slim, elliptical planform with slightly rearward swept tips.
Its triple cells ensure a smooth top surface, exact aerofoil reproduction on
entire wingspan, and yet most importantly, fewer suspension points. The
SHARK has greatly reduced the number of lines used and thus the
associated parasitic drag, which particularly at high speed gives an
exceptional glide angle.Most of the lines used are not sheathed, they are
covered with the impregnate only.
Four extra cells on each side form stabilisers that ensure stable straight flight
and effective and co-ordinated turns. The aerofoil of the SHARK was tested
and analysed using numerical methods, still it owes much to experiences we
gained from designing and everyday use of our previous paragliders. Its
relatively thick shape offers excellent safety and lift coefficient.
The precise shape of leading edge is maintained with internal
reinforcements of laminated cloth, which is used to cover areas close to cell
openings and trailing edge as well. The cell openings of the SHARK are
located on the undersurface of the aerofoil, close to its leading edge. Dacron
flares at the suspension points and between-line reinforcements ensure an
equal distribution of load throughout the canopy.
Large cross ports provide good air movement inside the wing and its quick
inflation. Yet the number of ports was reduced, so that the profile of the
canopy is less affected.
Our paragliders are manufactured using the best materials available. We are
sure it's the safety and reliability that counts, not the price. Such an attitude
allowed us to extend the quarantee period up to three years - more details
on page 20.
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THE CLOTH
25-26)
Each cloth has its own characteristics, so they must be properly matched in
order to create a harmoniously behaving paraglider. For the upper surface of
SHARK we used a Porcher 9092 cloth, named SkyTexAquatic (44g/m ).
Basically it's a nylon cloth covered with superb E85A impregate, introduced
into mass production in January 2002, after a series of extensive laboratory
and real flying tests. Such covered cloth is not that stiff and - what's most
important - has increased tear, stretch and UV resistance. It is not silicon, so
minor repairs can be easily done with self-adhesive strips.
The lower surface is made of SkyTex 9017 with E38Aimpregnate (39g/m).
This cloth has a great weight/resistance ratio and is one of the biggest
Porcher Marine successes in providing proper materials for paragliding
industry.
The ribs must be as rigid and stretch-resistant as possible. We found these
qualities in SkyTex 9017 with E29A impregnate.
RIGGING SYSTEM
We chose latest Cousin Trestec product here, that is Dyneema Ultimate
Prestretched lines. It features high wear resistance and is very strong while
relatively thin.
Dyneema Ultimate is additionally stabilized during production process - each
thread is first stretched with carefully chosen force and then thermally
stabilized in strictly observed temperature. As a result we got a line that is a
lot less elastic, less likely to shrink while wet and with equal load distribution
on entire length. Part of the SHARK lines have coloured polyester sheath
covering a core, while the majority consists of non-sheathed lines covered
with the impregnate only.
The rigging system consists of individual lines looped and stitched at each
end. There is a high diversity of lines used, as we wanted to have best
strength/diameter ratio in each lines group, depending on existing loads (see
table on pages .
The upper level (gallery) lines start at the attachment points. Every three
lines adjoin to one suspension line. The outer lines are first gathered by twos
and threes in a middle level lines, and these in turn by twos in one line. Main
suspension lines attach to risers with triangular quick links (maillons). The
stabilizer lines connect the outer suspension points to the maillons in
cascades as well.
The same story goes as for steering lines. With consecutive cascades they
lead down to main brake lines which then go through pulleys connected to
the C-riser and finish at the brake handles. The outer steering lines in upper
level additionally go through a metal loop to improve steering effectiveness.
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Main brake lines are attached to the brake handles at their optimum
trimming point, marked on the line by a black dot. This adjustment ought not
be altered. Having the handles attached above optimal marks will cause
permanent brake application and possible accidents. Attachment below
these points is not advised too, as it will significantly diminish tension of the
trailing edge, thus changing wing behaviour in some situations.
Suspension lines are coloured depending on their strength and diameter as
follows (colour code can be slightly different):
diameter: 1,9 mm; strength: 328 daN; colour: blue
diameter: 1,5 mm; strength: 216 daN; colour: red
diameter: 1,3 mm; strength: 146 daN; colour: yellow
diameter: 1,1 mm; strength: 128 daN; colour: green
diameter: 0,8 mm; strenght: 87 daN; colour: red
Main suspension lines adjoin to stainless steel triangular quick links
(maillons). Additionally there are rubber "O rings" to prevent slipping of the
lines on the quick link.
There are 4-way risers in SHARK (with A riser split in two) with presumed
speed-system installation. The outer A suspension line connects to short A'
riser (blue), other A lines to proper A riser (gold), B and stabilizer lines go to
B riser (red), C lines to C riser (black) , and D risers (grey, with pulleys
added) gather D and steering lines.
As mentioned, risers are coloured for differentiation purposes:
A - yellow - used for launching,
A' - blue - used for Big Ears,
B - red - used for B-stall,
D - grey - used for deflating the canopy in strong winds (aborting
launch).
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77
AA’ BCD
MAGNETS
CARABINER
RISERS
BRAKE LINE
PULLEY
BRAKE HANDLE
PULLEY
TO SPEED BAR
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3. 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 50 cm. Speed
system affects risers A, A', B and C. When the bar is being pushed, A and
gradually A' and B riser shorten, until there is a 3-cm difference between A
and B. Their minimal length is respectively 35, 37 and 40 cm. C-risers are
shortened proportionally, up to minimal length of 44 cm. D-riser retains its
original dimensions.
An incorrectly fitted 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 in such a way that will allow the
pilot maximize the output of his/her legs with correct power vector, without
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 firmly
attached to a hook or small carabiner with strong spring action. 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. To exercise full speed with SHARK speed system, double speed bar
is advised.
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
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 untangled and runs freely.
To use the speed system simply place your feet on the speed bar and push
forward on a horizontal plane. If you notice a sudden loss of pressure on the
bar, it can be a sign of imminent frontal collapse. In such case release the
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99
A
A’
B
C
D
12 cm DECREASE
15 cm DECREASE
6 cm DECREASE
13 cm DECREASE
RISERS - FULL SPEED
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bar and thus speed system immediately. Watch out for such things - quick
wits can spare you most collapses and in general increase your awareness
of what's going on around you. Slight speed-bar operation can also optimize
your flight, i. e. when entering a thermal. Speed system activation diminishes
your paraglider angle of attack, so that its airspeed is increased. Yet
simultaneously the canopy is 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 the speed system in any extreme manoeuvres! If the canopy
does collapse, release the speed bar immediately and correct the situation
as usual.
4. Harness
Dudek SHARK pilot will fly happily using any certified harness with hang
point between 35 cm and 49 cm from the seat (however the safest distance
is 40 cm). Distance between carabiners should be 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 configuration the effect of your hands' movement will be different.
Caution! Too tight cross straps can affect dramatically the handling, and thus
may not actually contribute to higher safety. Have them tightened just the
correct amount.
5. Flight
PRE-FLIGHT CHECK
A thorough pre-flight check is essential for any aircraft; the Dudek SHARK is
no exception. Having unpacked and laid out the paraglider, following checks
must be made:
$Canopy, lines and risers condition. Do not start if any damage is
noticed.
$The paraglider should be arranged in such a way that the centre
section A-lines (of golden risers) will strain earlier that the outer ones.
This ensures an easy and symmetrical launch.
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$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 (golden 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.
$See 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.
Before every launch thoroughly check lines, risers and canopy! Do not
launch in case of even the smallest damage!
Always put on and fasten your helmet before clipping in to the
harness.
Check quick links (maillons). They can unscrew, especially when the
wing is new.
Check main carabiners. They must be properly mounted, closed and
locked.
LAUNCH
With little or no front wind you should use a classic start.
Facing the wind you should pick up riser on one side and keeping it flat
place it over your shoulders (A riser must lay on top). Clip it into carabiner
while taking care not to turn the risers in any way, and repeat the actions on
the other side. Lock the carabiners. Grip the brake handles and A-risers
(marked with golden band), holding them at the stitching, just under the
quick-links.
Spread your slightly bent hands out, slightly 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 under the canopy, as long as the launch
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space permits. In order to keep the 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 can be used when the wind speed rise over 3 m/s. After
clipping the risers into carabiners turn back to face the wing, moving one of
the riser groups over your head. As a consequence, you will have the risers
crossed. Unlock brake handles and grip it outside of the risers without
crossing neither arms, nor lines. Now 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 closing them to you) will make the paraglider rise. When
it arrives over your head, stabilize it with the 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 the
D risers, not the brakes. Using the brakes in strong wind causes more lift,
that eventually can lift the pilot up and drag him/her back.
TURNS:
The Dudek SHARK is a very responsive wing; it has a very easy handling
and reacts instantly to any steering input, with progressive forces on the
brakes. Adding some weight shift will make the paraglider turn really quick
and tight.
The combined technique (weight shifting and brake input) is the most
efficient method. The turn radius is determined by the 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).
In case it is necessary to turn the Dudek SHARK in a 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 a
little more brake on the inside of the turn.
When entering a turbulent area you should brake a little, just to put up the
tension. It will allow you to react instantly in case of a problem.
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CAUTION: Too hard or too quick pulling of one brake can cause the wing to
enter a spin.
THERMALLING AND SOARING
When flying Dudek SHARK 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 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
remain above the pilot. In order to achieve it, a pilot should accelerate the
wing by letting off the brakes when entering a thermal (accordingly to its
strength) and should brake the canopy on exiting. This is part of 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 the avoidance manoeuvres often are 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. Still with application of speed system the 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 Dudek SHARK is easy to land. Final leg of the landing approach must
bring you into wind. At approximately 1 meter above the ground pilot should
flare the canopy, applying the 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 the brakes will
probably result in pilot being lifted and dragged backwards.
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.
WINCHING AND MOTOPARAGLIDING
During tests, numerous flights were made with winch start and backpack
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power units, as these are the only means to gain some height in flatlands.
Absolutely no contradictions were found for using SHARK in such flights.
CAUTION
During start, especially after a winch or with a motor, always remember to
bring the wing directly over your head. SHARK's aerofoil and its angle of
attack were arranged to give maximum lift coefficient with relatively high
safety. As a result of its thick aerofoil it can stay behind a pilot, if he neglects
bringing it over head.
AEROBATICS
SHARK was not designed for doing aerobatics.
6. Rapid Descents
BIG EARS
You can deflate the wing tips by pulling down the A' risers (blue band)
approximately 50 cm simultaneously.
It is important not to let go off the brake toggles while entering the Big Ears
manoeuvre. The paraglider will maintain straight course with an increased
sink rate (up to some 5 m/sec). The canopy remains completely controllable
with weight shifting. On releasing the A' risers the canopy usually reinflates
spontaneously, or can be aided by a long pump until the tips get clear.
CAUTION: Check out the Parachutal Stall section.
SPIRAL DIVE
It is characterized by reaching the highest sink rates. Significant G-forces,
however, make it difficult to sustain a spiral dive 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).
Usually at excessive and uncontrollable spiral dives the outer wing tip of
SHARK goes into flatter or collapses, thus gradually slowing the dive. Still, if
pilot releases the inner brake and the wing does not start slowing down on
its own, you have to aid this process with the outer brake.
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Characteristic feature of SHARK is that the outer wing tip goes into flatter at
excessive und uncontrollable spiral dive, gradually slowing the dive.
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 both B-risers (red) by 10 - 20 cm. The
wing collapses on entire span along B-row, the airflow over the top surface
breaks and the canopy surface is decreased. Forward movement stops and
you are descending almost vertically. Further pulling of the B-risers is not
advised, as it increases the wing instability.
To exit B-stall the risers should be released in a smooth and decisive
manner. On quick and symmetrical releasing B-lines the airflow reinstates
and the wing surges forward to return to normal flight. If the canopy forms a
horseshoe with wingtips in front of the pilot, gently apply brakes to recover.
CAUTION: see Parachutal Stall.
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!
7. Extreme Flying Manoeuvres
CAUTION
EXTREME FLYING MANOEUVRES SHOULD ONLY BE CARRIED OUT
DURING SAFETY TRAINING COURSE (INSTABILITY TRAINING) UNDER
PROPER GUIDANCE! WHILE PROVOKING OR EXITING REAL
SITUATIONS THERE IS A DANGER THAT YOUR ACTIONS WILL PROVE
TOO QUICK OR TOO STRONG, SO YOU SHOULD EMPLOY GOOD
JUDGMENT, STAY CALM AND TAKE MEASURED ACTIONS.
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Since all actions required to exit or prevent dangerous situations on
SHARK are typical and pilots flying this wing should already have
some experience, we are going to describe only the characteristic
features of SHARK. Description of standard dealing with extreme
situations can be found in textbooks.
ONE SIDED COLLAPSE
May happen in strong turbulence. Usually SHARK turns up to 90°.
Pilot has a couple of seconds to react with collapses of some 50%, before
paraglider enters a turn. A countermeasure will be enough to keep it on
course. Under normal conditions SHARK will reinflate instantly and
spontaneously.
SPIN AND FULL STALL
Practically do not occur. It may happen only as a result of serious mistake or
intentional action. In normal flight braking up to the stall point requires much
force and its proximity cannot be overlooked.
Wing recovers spontaneously in initial phase of stall, otherwise use standard
procedures.
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!
FRONTAL COLLAPSE
Can happen in strong turbulence. Active piloting will usually prevent its
occurrence. Under normal conditions SHARK reinflates instantly and
spontaneously. Applying some brakes in the right moment will greatly speed
up the recovery.
LINE OVER and CRAVATTE
Although the chances are not great, due to Shark's considerable aspect ratio
and sparse rigging such incidents can happen. In case of a cravatte
untangle the canopy pulling the brakes and/or lines. If that doesn't work, you
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can try some repeated big ears. As a last resort some pilots recommend a
full stall, but it can be used only by experienced pilots, having appropriate
height safety margin.
In case of any doubts, do not hesitate to use the rescue chute.
PARACHUTAL STALL
Under normal conditions does not occur. If you want to prevent it, stick to a
couple of rules:
$after B-stall, release the risers quick and evenly. SHARK does not
jump forward excessively.
$after 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.
EMERGENCY STEERING
In case of some malfunction, which renders it impossible to control the
Dudek SHARK with the brakes, you can safely steer and land using the D-
risers (recommended) or stabilo lines.
8. Canopy care
Looking after your paraglider will prolong the life of your Shark.
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 while 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. While
drying, never expose your paraglider to direct sunlight.
To avoid excessive paraglider cloth wear, do not pack it too tight.
Please note that with frequent playing with your wing on a field or a small hill
your paraglider will deteriorate quickly due to its repeated rising, falling down
and dragging around.
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CLEANING
Clean the paraglider with water and a soft sponge. Do not use any
chemicals or spirit, as these can permanently damage the cloth.
REPAIR
Repairs should only be carried out by the manufacturer, authorised
distributor or authorised workshops. It is acceptable to fix minor cloth
damages with self-adhesive patches included in package.
DETERIORATION: A FEW TIPS!
The Dudek Shark is mainly made of NYLON, a cloth which, like any
synthetic material, deteriorates through excessive exposure to UV. Hence it
is recommended to reduce UV exposure to a minimum by keeping the
paraglider packed away when not in use. Even when packed in the bag, it
should not remain in the sun for long.
The Shark lines consist of Dyneema Ultimate inner core and polyester
sheath. Putting them to excessive loads in flight should be avoided, as it can
cause irreversible damage. Keep the paraglider clean since getting the dust
in 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 the lines.
Uncontrolled strong wind takeoffs or landings can result in the leading edge
of the canopy hitting the ground at high speeds, which may heavily damage
the ribs and surface material.
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 is included in this manual or may be obtained from the 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 this 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.
Every second year Shark should undergo inspection by the manufacturer or
authorised distributor.
1818
tamed aggression