Dudek Universal User manual

manual
user

NOTE!
Please read this manual carefully before your first flight
Very important!
Before use it is vital to check in which configuration the steering lines and pulleys
are currently set (lower or upper hangpoints) and adjust them to your preferences if
necessary.
The risers have three points to fix the pulleys on – lengthened upper, lower, and
middle one (see risers on page 35). On each main steering line there are three
points marked, lower, upper and middle one, to fix the steering handle according to
position of the pulley.
Steering lines must not not push down the trailing edge when not operated – this
must be observed in all possible configurations of trimmers and speed-system.
Steering lines must have a couple of centimeters play before they engage affect
the canopy (see section 3.1 on the proper adjustment). For sake of safety it is
always recommended to set the brakes rather too loose than too tight. Make sure
they are set symmetrically, too.
Ill-adjusted steering lines may cause you to misinterpret the canopy’s
behaviour in flight, and in case of encountering turbulence in accelerated
flight dangerous collapses may occur (see page 20).
When flying at full speed (trimmers opened / trimmers opened and speedbar
pushed), especially in uneasy air, it is highly recommended to steer the paraglider
using alternative steering methods like TEA or ALC+ only.
With increasing speed an effect of „inverting” the profile when trailing edge is being
pulled down emerges (pulling the brakes, see page 20). That effect can cause
dynamic collapses, especially at full speed.
The safest way to change your course at high speeds is to use the TEA lines, or (in
the order of safety) the ALC+ handles. Any steering inputs should be smooth and
easy, without sharp and/or deep movements. Such actions can dynamically change
pressure distribution over the airfoil, leading to collapses.
These warnings affect every paraglider and Universal is no exception!

TABLE OF CONTENTS
1. Introduction......................................................................................2
2. The wing..............................................................................................3
2.1 Design
2.2 Structure
3. Flight operation............................................................................8
3.1 Steering lines and speed system adjustment
3.2 Free flying
3.2.1 Take-offt
3.2.2 Flight
3.2.3 Landing
3.2.4 Winching
3.3 Powered flights
3.3.1 Take-off
3.3.2 Flight
3.3.3 Landing
3.3.4 Golden rules
3.4 Quick descent methods
3.4.1 Big ears
3.4.2 Spiral dive
3.4.3 B-stall
3.5 Aerobatics
3.5.1 Wing over
3.6 Extreme manoeuvrese
3.6.1 One sided collapse
3.6.2 Frontal collapse
3.6.3 Full stall and negative spin
3.6.4 Deep stall
3.6.5 Line over and cravatte
3.6.6 Emergency steering
4. Paraglider care....................................................................................27
4.1 Packing & Storage
4.2 Cleaning
4.3 Repair
4.4 Deterioration - a few tips
5. Technical data......................................................................................29
6. Warranty, AeroCasco..........................................................................30
7. What have you bought.......................................................................32
8. Rigging tables and scheme ................................................................33
9. Risers - design and accessories ........................................................35
Page

1. INTRODUCTION
CONGRATULATIONS
We are pleased to welcome you among the growing number of DUDEK
PARAGLIDERS pilots. You've become a proud owner of recreational state-
of-the-art paraglider, built according to recent trends in both free-flying and
paramotor wings.
Extensive development, application of the most modern methods and
thorough testing resulted in a friendly behaving paraglider, offering the pilot a
lot of fun combined with great performance.
We wish you many enjoyable and safe flying hours.
DISCLAIMER
Please read this Manual carefully and note following details:
=The purpose of this Manual is to offer guidelines to the pilot using the
paraglider and it is by no means intended to be used as a training
manual for this or any other paraglider.
=You may only fly a paraglider when qualified to do so or when
undergoing training at an accredited School or with an Instructor.
=Pilots are personally responsible for their own safety and their
paraglider's airworthiness.
=The use of this paraglider is solely at the user's own risk! Neither the
manufacturer nor dealer do accept any liability connected with this
activity.
=This paraglider on delivery meets all the requirements of the EN 926-1
and 926-2 regulations or has an airworthiness certificate issued by the
manufacturer. Any alterations to the paraglider will render its
certificates invalid.
NOTE
Dudek Paragliders warns that due to constant process of development the
actual paraglider may differ slightly from the one described in the manual.
2

2. THE WING
For whom Universal?
Universal us the first paraglider ever to smoothly and efficiently merge two
aspects:
- nicely hadling free-flying paraglider (with EN/B certificate),
- full-blood paramotor canopy (conforming to DGAC standard).
Universal is dedicated for beginner and recreational pilots who fly:
- exclusively free (but want to benefit from moderate reflex ability)
- mostly free, sometimes with paramotor
- both free and paramotor
- mostly with paramotor, sometimes free
- exclusively paramotor (but appreciate better economy, easier launch and
nicer handling than in standard paramotor wing, like Synthesis2)
Universal is a great free-flying recreational paraglider, including cross-country.
Beginner XC pilots will surely appreciate exceptional comfort in uneasy thermals,
resulting from considerable amount of reflex traits present in the design.
On activating the trimmers and setting up the ALC+ steering, Universal becomes
a full reflex paramotor wing, good for both leisure and cruise flying, thermalling,
last but not least for initial paramotor training.
No matter what kind of flying you choose, the Universal has a perfect launch,
rigid canopy, is pretty agile, nicely handling and safe.
Important for instructors: Universal is perfect for initial PPG training
2.1 DESIGN
Exceptional versatility of the Universal is a result of its genesis. The wing
was born as a byproduct of the Synthesis2 development process. One of
the paths we've been following was creation of a relatively simple paramotor
wing, featuring better economy, agility, easy launch and low power demand.
Some of the prototypes did not stood up to legendary stability of the original
Synthesis, but demonstrated many other valuable traits we did not like to
drop. So, we've explored that path, employing both our long-time
experience, and state-of-the-art technologies.
Universal was built according to a new idea. That idea alleges bigger
increase in speed realized mainly with the trimmers, adapting their travel to
individual pilot’s skills and experience, as well as limited reflex capability in
lower part of operation so that the airfoil acquires shapes similar to those
used in our modern, highly efficient free-flying paraglider types. That idea is
augmented by many recent solutions, such as FET technology keeping the
desired shape of the leading edge during launch and flight, resulting in
Universal’s excellent launch performance even in no wind.
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Another novelty is the ALC+ (new version of the ALC steering system),
allowing safe and effective steering at fast trimmer settings withot using main
brakes. Additional improvement is possibility to fix the system to the risers
with magnetic clips, so that in will not get tangled. Ideally the system should
be installed only when the pilot graduates to use the other (faster) half of the
trimmers.
Our factory-installed TEA system allows for controlling the flight direction at
any time, with any speed – so far this is the safest way to preserve or change
the flight direction at high speeds.
Even as the Universal was designed in order to keep all features of the
classic paraglider, application of the reflex aerofoil adds more beneficiary
traits. First of all, using that profile means that the wing stability does not
depend exclusively on the pilot. It maintains a stable pitch attitude, rising and
falling through thermals while remaining stable above your head, without
need for so much pilot input. Generally speaking the reflex profile is a special
kind of aerofoil section. The specific static pressure distribution creates a
situation where at low attack angles, only the wing fore part (some 60% of the
chord) is producing lift, while the rear 40% of the chord creates an effective
stabiliser against excessive decrease of the attack angle. The trimmer system
allows for considerable raising the rear part of the airfoil, thus effectively
reducing its projected chord and surface area by some 30%, giving the
paraglider a higher wing loading and increasing its speed. The centre of
pressure also moves forward, adding enhanced pitch stability. Such a shift of
loading gives the Universal an exceptional tuck-resistance and increases its
projected aspect ratio, resulting resulting in much better performance,
especially at high speeds. When greater lift is needed, you close the
trimmers, thus modifying canopy to get airfoil operating on its entire chord.
The result of our work is a 100% reflex paramotor paraglider with perfect
performance, exemplary safety, and steering characteristics of classic
paragliders. We proudly present you with the exceptional Universal
paraglider, suitable for the beginner and recreational pilots, whether free of
paramotor flying.
2.2 STRUCTURE
The Universal 3D body was designed in our CSG (Canopy
Shape Guard) system, comprising many elements resulting
in exceptional coherence and stability of the shape. Below
you will find a short description of CSG subsystems.
Universal has an elliptical planform with slightly rearward swept tips. The cells
are divided with ribs additionally supported by diagonal VSS (V-shaped
supports) system. Such arrangement ensures a smooth top surface, exact
aerofoil reproduction across the entire wingspan and yet more importantly,
minimal number of suspension points.
4

The lower surface has a RSS (Reinforcing Strap System) applied in the
wing’s interior. RSS is an ballooning-independent reinforcements system,
made entirely of paragliding fabric, stiffening and stabilizing entire canopy
structure.
Universal’ aerofoil is another product of our DRA (Dudek
Reflex Airfoil) technology. It was calculated with our
previous experiences in mind and thoroughly tested with
numerical methods.
Properties of a reflex airfoil were described above. The suspension points
areas are additionally reinforced with laminated fabric so that loads are
equally distributed on three planes: vertically (through the ribs), diagonally
through VSS system and level through the RSS.
All crossports have been prepared using OCD (Optimised Crossports
Design) technology. Carefully designed shapes of the openings and their
optimal placement between stress lines guarantee very 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. The Universal leading edge is closed to
airflow, and its precise shape is guarded by reinforcements of laminated
fabric.
Another feature of the Universal is the Flexi-Egde
technology. The leading edge is closed to the airflow,
and its precise shape is kept with laminated cloth
reinforcements, incorporating synthetic rods. The rods
make the leading edge stiffer and smoother, bringing improvements in many
areas - from easier inflation, through stiffening the canopy in flight to
improved general airflow.
Cell openings are positioned on the undersurface in the vicinity of the
leading edge. Their exact placement was very carefully selected, so that
they got maximum ram effect in as many flight situations as possible.
On the wingtips we placed the ACS (Auto Cleaning Slots) -
dedicated slots automatically removing dirt from inside the
wing.
Careful selection of modern fabrics and design solutions brings about great
strength and durability of the Universal. All materials used come from
marked production batches, and each production step can be verified down
to identification of specific worker and controller.
Universal 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.
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USER MANUAL

Fabric
The upper surface is made of 41-gram Dominico
Tex cloth. 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
Dominico 41 Hard cloth.
All suspension points and leading edge reinforcements are made of Porcher
SR-Scrim fabric.
Rigging system
All of the Universal suspension lines are sheathed
by a coloured polyester layer which is covering a
brownish Technora core. Low number of lines required such composition,
featuring high strength and stretch-resistance of the lines.
The rigging system consists of individual lines looped and stitched at each
end. The upper level lines start at the attachment points.Cascade-wise they
are joined by twos or threes to middle layer lines. These in turn connect by
twos or threes to main suspension lines, which are attached to the risers
with triangular quick links (maillons). To prevent their slipping off, the lines
are kept together with a rubber 'O ring'.
All the maillons are made of corrosion resistant, polished
stainless steel, ensuring excellent strength and durability.
We use only the best quality, certified maillons by Peguet.
Stabilo lines run from the outer suspension points to the
maillons through consecutive cascades as well. The same story goes for the
steering lines. They run from the trailing edge through several layers to the
main steering lines, which are lead through the pulleys connected to the rear
risers and then fixed to the brake handles. Steering lines do not carry any
load.
Some of the steering lines of the upper level are additionally led through
rings sewn into the trailing edge, shortening it when the brake is applied, so
that steering becomes lighter and more effective.
All the lines are distinguished by colours depending on their strength:
=2,3 mm; strength: 420 daN; colour: celadon (willow green),
=1,8 mm; strength: 280 daN; colour: red and orange (the latter for
pulling big ears),
=1,5 mm; strength: 190 daN; colour: violet,
=1,3 mm; strength: 140 daN; colour: green,
=1,2 mm; strength: 90 daN; colour: blue.
(given colours are subject to slight changes).
6

THE RISERS
For the Universal we have chosen four-way risers equipped with:
=ELR (Easy Launch Riser) system. This is an
specially marked A riser (yellow ribbon),
=speed-system affecting A, B and C risers when
engaged, featuring ball-beared pulleys and special
line;
=trimmers of red tape with right scale , designed for
quick and easy replacement in case of deterioration;
=various levels of the pulleys, to be used depending
on the hangpoint level;
=ALC+ allows for effective turns even at high speed,
without distorting reflex profile too much. Steering is
done with dedicated handle with red balls, fixed on
the risers with a magnetic clip (prior to the start).
=TEA -Torque Effect Adjuster – allowing for
eliminating the effect of engine torque, tending to
turn the paraglider in the direction opposite to the
propeller's rotation. The system can be adjusted to match your specific
combination of paramotor/propeller.
For quick and easy recognition in emergency, some of the risers are
distinguished with coloured band as follows:
A - yellow (used for launching)
A' - blue (used for big ears)
B - red (used for B-stall)
D - grey (needed to keep the glider down in strong wind – aborted
launch).
Main A row suspension lines connect to an A riser (yellow) and A' (blue). B
row and stabiliser lines go to B riser (red), C lines go to C riser (black
neoprene) and D lines to D riser (grey), as well as steering lines (through
their pulleys).
Brake handles are attached to the steering lines at optimal point,
guaranteeing safe and effective operation. On the main brake line there are
three points marked, high, low and middle, to be used depending on the
harness hangpoint level.
On adjusting the steering lines see chapter 3.1.
Our newest brake handle used in Universal besides its attractive, light
design, features:
=a swivel – preventing possible twisting of the
steering line,
=TCT (Triple Comfort Toggle) system,
=EK (Easy Keeper) system – see further pages
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USER MANUAL

3. FLIGHT OPERATION
3.1 STEERING LINES AND SPEED SYSTEM ADJUSTMENT
We strongly advise following actions to be supported by an instructor or at
least an experienced pilot.
The Universal risers are shorter than in most paragliders, thus alleviating
potential problem with different hangpoints. There are three places to fix the
steering lines pulley – lengthened upper, lower, and middle (see risers
diagram on p. 36). On the main steering line there are three points marked as
well – higher, lower and middle one, indicating where to fix steering handle
depending on pulley placement.
CAUTION! Before first use check whether steering lines and pulleys are set
for higher or lower hangpoint, and adjust them to your preferences if
necessary.
For free flying you shouls fix the pulley on the end of the extending loop,
placed at the upper hangpoints, and the steering handles on upper positions
marked on the steering lines (so that steering lines are effectively shortened).
This is the factory setting of the paraglider (unless ordered otherwise).
See adjusting the pulley and steering line marks according to the hangpoints
on p. 36.
Generally speaking, upper hangpoints require longer steering lines, while the
lower hangpoints – shorter lines.
Before you will take on powered flight it is recommended to try the setup out.
Hang up the entire PPG unit with ropes, sit in the harness and have someone
pull up the risers. You must make sure that in flight you will always be able to
reach the brake handles, even if the airflow blows them away. Being
suspended in this way you have a perfect opportunity to adjust the speed
system too. The speedbar should not be pulling pull its lines nor risers when
not applied. Neither should it be too loose, for it could catch the propeller. An
additional way to check the whole configuration out is to visit the take-off site
in steady winds of 3-4 m/s. With the engine off, inflate the wing and take it up
over your head. When it stabilises, check that the brakes are loose and do not
pull the trailing edge. There should be a spare inch or so before they activate.
Remember that it is always safer to set the margin of play too big than too
small. And, most importantly, the setting must always be symmetrical.
3.2 FREE FLYING
The main difference between the Universal and other paragliders is that due
to its increased tuck-resistance (both during launch and flight) and greater
speed range (when using the trimmers) it can be safely flown in strong
conditions too.
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USER MANUAL
+
TEA - Torque Effect Adjuster
ALC+:
- line
- handle with ball
- elastic band
Two examples how to handle ALC+
Magnetic lock
of the ALC+ handle
three pulley locations
ALC+ allows for aggressive
turns even on full speed,
without modifications of
the reflex profile.
This is of special
importance when flying in
turbulences with open
trimmer and speed system
engaged. Additionaly it is
important for bigger
canopy sizes, without
special solutions
demonstrating problems
associated with big
steering forces and low
agility.
The steering handle here is
the red ball, easily adjusted
to match personal
preferences.

10
Using the magnetic lock of the ALC+ handle
+
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
Triple Comfort Toggle
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.
Especially in turbulent air use only the ALC+ system (usage of the main brakes
considerably increases possibility of collapses ).
Main Steering
Handle (TCT)
- swivel
- Easy Keeper
- TCT

WHICH HARNESS?
You can use any certified harness with hang point between 35 cm and 49
cm from the seat (the safest distance being 40 cm).
Width between carabiners should be somewhere between 37 cm and 45 cm,
still in this case the best option is 40 cm too.
Please note that any modification of seat/hang point distance changes the
position of the brakes in relation to the pilot's body. You must remember that
in each harness your typical steering range will be different.
PRE-FLIGHT CHECK
A thorough pre-flight check is essential for any aircraft and the Universal is
no exception.
Having unpacked and laid out the paraglider (in a horseshoe directed
against wthe wind) following checks must be made:
=canopy, lines and risers condition. Do not launch if the slightest
damage is noticed,
=the paraglider should be arranged so that the centre section A-lines
(yellow risers) will strain earlier that the outer ones (A’ - blue risers).
This ensures easy and symmetrical launch,
=cells of the center section must be handled with special care, so that
leading edge stays taut and even,
=all lines and risers should be separated. Make sure they are not
tangled and pay special attention to the A-lines, which should run free
from the A (yellow band) and A’ risers (blue band) to the canopy,
=it is equally important to untangle the brake lines so that they will not
catch anything on the ground during launch. They must be firmly
attached to the brake handles and run freely through the pulleys to
the trailing edge,
=make sure the risers are not twisted,
=it is very important to check that no lines are looped around the
canopy. The so-called ”line-over” may have disastrous consequences
during take off.
Always put on and fasten your helmet before clipping in to the harness.
Check quick links (maillons). Sometimes they can unscrew, especially
when the wing is new.
Check main carabiners. They must be properly mounted, closed and
locked.
12

3.2.1 LAUNCH
Classic (forward) launch (should be used with little or no wind).
Facing the wind place the risers over your shoulders (A riser must lay on top).
Clip it into carabiners and lock them. Grip the brake handles and A-risers
(marked with yellow band), holding them at the stitching, just under the quick-
links. Spread out your slightly bent hands, keeping them down and back. All
risers but the A should be placed near your elbow joints.
Apply some tension to check if the A risers stay on top and the lines are not
tangled. Take a step back, bow down a little and run forward. After the initial
inflation smoothly move the hands with the risers up and over your head until
the wing will be directly above you. Check the wing and let the A risers loose.
Pump out possible faults and keep an eye on position of the paraglider.
Side drift is corrected best by moving yourself always under center of the
canopy (launch space permitting). In order to keep wing in the air the
suspension lines must stay taut all the time, so in light winds you will have to
run forward. With stronger winds you can control the wing while standing still.
When leaving the ground apply some brakes, then release it after gaining
some distance from the ground. Keep your hands relaxed.
Reverse launch
To be used when wind speed exceeds 3 m/s. After clipping the risers into
carabiners as for the forward launch, turn back to face the wing, moving one
riser group over your head. As a consequence, you will have the risers
crossed.
Unclip the brake handles from rear risers and grip it outside of the risers
without crossing your arms. In this way you steer the right side with you left
hand and left side with your right hand. Now take corresponding A risers on
both sides (still keeping brake handles in your hands).
Make sure that the wing inflates symmetrically and the lines are not tangled.
Building up tension with a few steps back and simultaneously lifting the A
risers (do not pull them towards you) will make the paraglider rise. When it
arrives over your head, stabilize it with the brakes, check again if all lines are
clear and the cells inflated.
When turning into wind, remember to turn the right way (hint: always do it the
same direction) and to keep the lines taut (loaded) at all times. The turn itself
should be quick and smooth. After turning check if the canopy is correctly
inflated, lines and brakes are free & there is free space to launch - off you go,
running into wind with light braking when taking off.
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 can
lift the pilot up and drag him/her back.
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3.2.2 FLIGHT
The increased speed range of Universal (in case of trimmers operation) may
demand some attention in flight. Nevertheless, once you have mastered
these additional assets, flying will become pure fun. Good handling will let
you make best use of thermals, and increased speed on transitions means
that your presence in sinking air will be shorter. To avoid stalls when braking
with closed trimmers, their movement is restricted by the tape sewing (Note:
it is possible to push the sewn tape through the buckle with both hands to
replace it, but normal operation range is restricted by said place!).
TURNS
Universal is an agile wing, with smooth reactions to the steering inputs.
Handling is actually easy and forces grow proportionally to position of the
brakes. Adding some weight shift will make the paraglider turn really quick
and tight.
The combined technique (weight shifting and brake input) is by far the most
efficient method.
Turn radius is determined by the amount of inside brake used and weight
shift. Additional application a little outside brake after initiating the turn with
maximum weight shift increases turn efficiency and the outboard wing’s
resistance to collapse (in turbulence, the edge of a thermal etc).
In case of necessary turning in confined area at slow speed (e.g. slope
soaring), it is recommended to steer the decelerated canopy by loosening
the brake at the outside of the turn while applying just a little more brake on
the inside.
NOTE: when entering a turbulent area you should brake a little to put
up the tension. It will allow you to react instantly in case of a problem.
CAUTION: Too hard or too quick pulling of one brake can cause the
wing to enter a spin.
THERMALLING AND SOARING
When flying the Universal minimum sink is reached with slight brake
pressure applied (10 to 15 cm, depending on pilot’s weight).
In turbulent conditions the canopy should be flown with a small amount of
brake applied. This improves overall stability by increasing the angle of
attack of the canopy. The canopy should neither rock back nor surge
forwards, but always stay above the pilot. In order to achieve it, the pilot
should accelerate the canopy by letting off the brakes when entering a
thermal (according to its strength) and brake it on exiting. This is part of
basic active flying that can spare you many potential collapses.
14

When soaring the slope, minimum height of 50 m above the ground is
recommended for safety reasons. It is important to comply with air traffic
rules, especially when many pilots share airspace close to the hill. The
avoidance manoeuvres often happen to be impossible in such conditions.
FLYING WITH SPEED SYSTEM ENGAGED
When flying into head wind or through sink it is advisable (for the sake of
best glide angle) to increase speed, as long as conditions are not too
turbulent.
Full application of the speed system increases flight speed by some 30%. In
contrast to most paragliders it does not decrease wing stability, in fact the
Universal seems to counter the turbulences even better.
Still, if you meet some serious trouble, it is advisable to release the
speedbar. With application of the speed system the brake forces increase,
and brake effectiveness decreases.
At maximum speedbar and fully opened trims we strongly recommend
steering with ALC system (or TEA lines). Turns executed in this way will
be slightly wider, but strength needed to initiate the turn will be smaller and
there will be no decrease in speed.
3.2.3 LANDING
The Universal is easy to land. Just make sure that last turn into the wind is
done with sufficient altitude, since prior to touch down you should build up
speed, fully releasing the brakes. Then flare out at 1 meters over ground by
gently braking. The glider may climb again for a while gaining some height, if
too much brake is used.
When landing n strong wind you can partly release the trimmers, in order to
have better forward speed.
Strong wind landings hardly require 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.
3.2.4 WINCHING
A lot of successful winches on Universal have been made. Experience
shows that it can be done, but proper attention must be paid.
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
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level. As a result it can stay behind a pilot, if he neglects bringing it directly
over head during launch.
3.3 POWERED FLIGHTS
NOTE: Before each start it is necessary to have a thorough check of the
paraglider,harness and power unit.
In powered flight most of the wing characteristics remain as described
above (chapter 3.2). Still there is additional information needed, concerning
power output, proper matching of the wing/engine/propeller etc. Dudek
Paragliders cannot take responsibility for all possible combinations, but if
you contact us we are always ready to help.
First flights
In order to get familiar with your wing we recommend flying with closed
trimmers first, because in this configuration Universal behaves like a classic
paraglider. Flying like that try pulling the brakes some until you feel
resistance, usually it will be at about 1/4 of the brake travel. Once you feel
confident with your wing, you can start experimenting with faster trim
settings and speed system. Learn to use all of the additional speed and
safety of the Universal.
3.3.1 TAKE-OFF
Classic launch with no wind
Even when it seems that there is no wind at all, it is rarely so. Therefore
always be careful in determining the conditions, since in PPG flying it is
most important that the launch and initial climb are performed with a head
wind (the danger of losing your airspeed while crossing the the wind
gradient is greatly reduced). Special attention must be paid to trees, power
lines and other obstacles, including the possibility of emerging rotors.
Paraglider preparation
Lay out the paraglider downwind of the power unit, with all suspension lines
taut and pointing toward center of the power unit. The risers are to be laid
on the ground. Set the trimmers completely closed. In conditions faster
settings can be advised. Make sure that you warm up the engine while
standing windward of the wing. Stop the engine before clipping in the risers.
Now have a quick check if:
=the helmet is on and locked,
=the risers are clipped in the carabiners,
=the trimmers are properly set,
=the ALC+ handles are fitted to the risers by magnetic lock
=nothing will get in propeller's way,
=speed system is running without problems,
16

=steering lines and handles are free and not twisted,
=the engine delivers full power,
=take off area is clear of obstacles and free to use.
When you are sure everything is OK, you can clip in the wing and execute
launch as described in paragraph 3.2.1.a.
From now on you should steer the paraglider facing forward, without looking
back over your shoulder (when the wing is low behind you, turning can cause
some lines to get in the propeller). Still, possible fall on your back and
damaging the propeller is dangerous (and costly!) so it should be avoided at
any price, even that of some damaged lines!
During take-off, when you feel the strain on both risers to be equal, make sure
the canopy is overhead, open up full power and lean back to counter the
engine thrust, so that it can push you forward rather than towards the ground.
The best option is not to use the brakes, allowing the paraglider to rise as it
was laid out. If it starts to swerve from its course, just pull the opposite riser
and run under the centre of the wing while preserving starting direction. If the
wind suddenly drops, give a stronger pull on the risers. If the paraglider falls to
one side or back too far to be lifted again - kill the engine, interrupt launch and
check the conditions once again.
As the wing rises, the forces grow lighter and it should stabilise above your
head without overshooting. This is the best moment to check if it is inflated
well and the lines are not tangled, but do so neither stopping nor turning. Once
you feel the forces on the risers decrease, run faster and let go of the risers.
See if there is already any opposition on the brakes and, if necessary, use
them to correct direction or to increase lift at take-off.
Remember:
=If the cage of your power unit is not stiff enough, the risers strained
during launch can deform it to the extent of collision with the propeller.
Before giving it full power, see that the cage does not catch any lines.
= Any brake operation (or steering inputs in general) should be smooth
and gentle.
=Do not try to take off until you have your wing overhead. Hitting power
before that can cause dangerous oscillations.
=Do not sit in the harness until you are sure you are flying!
=The faster the trim setting is, the more brake input is required to take off.
=The lower the hangpoints of your power unit are, the easier is the launch.
Reverse launch in strong wind
Reverse launch can be executed holding in one hand both A risers and one
brake, with throttle and the second brake in the other hand. With a decent
17
USER MANUAL

wind it is by far the best way. In weaker wind it is better to prepare a classic
launch, as running backwards with an engine on your back is not an easy thing
to do.
It is reasonable not to pull the wing up until you are really determined to
launch, especially when it is clipped in.
Lay down the rolled paraglider with its trailing edge against the wind. Unfold the
wing enough to find the risers and check that no lines are looped over the
leading edge. Stretch the risers against the wind, separating the right and left
one.
We suggest that you lay the risers in the same way as you will be turning during
reverse launch, and place one riser over the other, with rear risers upmost. It
should be done this way because once you clip in, the cage of your power unit
will make turning on your own practically impossible. Now run the pre-launch
checklist.
After warming up the engine put the power unit on, turn to face the wing, go to
the risers and clip them in the appropriate carabiners. Pulling on the front and
rear risers open the cells. It is a good idea to pull up the wing briefly in order to
check that the lines are not tangled. Holding the risers, brakes and throttle as
described above, pull the front risers and raise the canopy over your head.
On most occasions you won’t have have to brake it, especially if the trimmers
are partly released. Perhaps it does not agree with your experience, but in this
trimmer setting Universal’s reflex profile stabilizes the wing and does not allow
it to surge forward. Once you have it overhead, turn around, open the throttle
and take off.
As with the classic launch, in this case too you have to find such combination
of trimmers, brakes and throttle settings that will give you the best speed and
rate of climb.
Remember:
=You are launching with your hands crossed. You have to really master this
technique before trying it with a running engine on your back.
=Any brake operation (or steering inputs in general) should be smooth and
gentle.
=Do not try to take off until you have your wing overhead. Hitting the gas
pedal before that can cause dangerous oscillations.
=Do not sit in the harness until you are sure you are flying!
=The faster the trim setting is, the more brake input is required to take off.
When clipping in the crossed risers, you can find proper connection of the
speed system particularly hard. Be careful not to confuse the risers!
18
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