Dudek WARP ENERGY User manual

user manual
V 06.2020

2
index
pagepageIndex
introduction
about the wing
paraglider design
risers design
toggle
before first use
launch
climbing
flight
TEA assembly
trimmers and speedsystem
power attack
speed modes
different steering systems
brakes influence on the airfoil
2D steering modes
slaloms with PA
landing
free flying
golden rules
quick descent methods
extreme manoeuvres
paraglider care
warranty and aerocasco
enviromental care
what have you bought
technical data
materials
rigging scheme
join us
support
summary
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3
introduction
Congratulations!
We are pleased to welcome you among the growing number of
DUDEK PARAGLIDERS pilots. You’ve become a proud owner of a
sport paraglider, designed according to recent trends among
paramotor canopies.
Extensive development, application of the modern production
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.
Please read this manual carefully and note following details:
<The purpose of this manual is to offer guidelines to the pilot
using the paraglider. By no means it is 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.
<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 liabilities involved.
<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 certification invalid.
<Other documents concerning this paraglider can be found on
attached pendrive or on our website www.dudek.eu.
Note: Dudek Paragliders warns that due to the constant
process of development the actual paraglider may differ
slightly from the one described in the manual. However, those
differences cannot affect the basic design parameters:
technical data, flight characteristics or strength.
In case of any doubts contact us please.

4
For whom the Warp?
The Warp is our new high-end sports performance paramotor wing
for experienced pilots, searching for speed, agility and economy in
one package, who participate in classic and/or slalom competitions
and are perfectly familiar with active piloting.
Comparing it to our other performance designs, we can say that
Warp is the bringing together of Snake XX and Hadron XX. Faster
than both, it is as agile as Snake XX and efficient as Hadron XX. In
thermal conditions, its behaviour is similar to a free-flying wing, with
a good climb, glide and intuitive operation.
Designed purely for advanced pilots with winning in mind. We
strongly recommend a minimum of 100 hours airtime on similar class
(Snake, Snake XX, Hadron, Hadron 1.1, Hadron XX), with a minimum
of 300 hours of total paramotor flight. These recommendations are
not exaggerated, and we strongly advise you to take them seriously.
about the wing

5
Harness
Rib
Trailing edge
Brake handle
Steering line
Cell
Suspension lines
Risers
Inlets
Leading Edge
paraglider design
The Warp is produced in new technology, utilizing capabilities
of precise laser cutter. All stages of the production process take
place as our Polish plant under close supervision of the
designer himself, thus ensuring highest European quality.
Careful selection of modern fabrics and design solutions brings
about great strength and durability of the canopy.
All materials used come from marked production batches, and
each production step can be verified down to identification of
individual worker and controller.
MRMRMR
Mini-Ribs
B3DB3DB3D
Ballooning 3D

6
T
rimmer buckle
Pulley loop (1)
T
rimmer strap
Steering line 2D inner
Covered swivel
T
rimmer strap handle
Speed system pulleys
Brake handle
Easy Keeper magnets
Pulley loop (2)
Pulley loop (3)
Carabiner
Speed system hoock
Steering line 2D outer
D
B
C’ A’ A
Power Attack pulleys
Trimer magnets
PA system lock
C
riser design

7
For the Warp we have chosen four-way risers equipped with:
ELR (Easy Launch Riser) system. It is a specially
marked A riser (with red cover).
Speed System affecting A, B and D risers when
engaged, featuring ball-beared pulleys and a
dedicated line.
Trimmers of red band marked with appropriate
scale and locking magnet on its end.
Different levels of the pulleys, to be used
depending on the hangpoint level.
TEA (Torque Effect Adjuster) - eliminates the
engine torque effect, shifting paraglider contrary
to propeller turn direction. The TEA system is on
when TEA line is placed on proper side.
PA system (Power Attack) - combines the
trimmers with regular speed system, so that
pushing your speedbar automatically and
simultaneously releases the trimmers.
For quick and easy recognition in emergency, some of the risers are
distinguished with coloured covers as follows:
A - red (used for launching),
A' - neoprene black (used for big ears),
B - yellow (used for B-stall),
C' - neoprene black,
C and D - blue (needed to keep the glider down in strong wind –
aborted launch).
riser design

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

9
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 against twisting
of the steering line
neodymium magnet of the Easy Keeper
exchangeable insert
slit for the inserts
semi-soft
PVC insert
rigid insert
The soft handle is obtained when no insert is used.

10
Operation
Correct matching of the canopy and the paramotor belongs to the
pilot.
Dudek Paragliders cannot take responsibility for all possible
combinations, but if you contact us we are always ready to help.
Weight range
Each size of the canopy is certified for specific weight range,
meaning total take-off weight including the pilot, harness,
paramotor, equipment and the canopy itself.
Exceeding maximum take-off weight described in technical data of
the paraglider (“Pilot’s weight incl. equipment”) increases risk of an
accident in case of pilot’s error.The smaller canopy area as compared
to take-off weight, the greater the risk.
Paragliders considerably change their character due to increased
load and each experienced pilot should perfectly understand that.
The biggest danger induced by overloading the canopy is its
hyperreactivity.
Caution: Check your real take-off weight! Some pilots
calculate their take-off weight by just summing up catalogue
numbers, e.g.: paramotor 29 kg + canopy 6 kg + pilot 87 kg
= ca. 120 kg. In fact your actual take-off weight can be
umpteen kilograms bigger. Most often we forget the clothing,
electronics, backpacks, sometimes even such basic things like
fuel or rescue chute weight are omitted!
Steering system
Steering system comprises following subsystems:
<2D - multifunction steering system (basic brakes).
<TCL (Tip Control Line) - allows for course corrections and turns
even on full speed, without excessive distortion of the reflex
airfoil.
<TEA (Torque Effect Adjuster) - in this case it’s an additional red
line with metal link attached. This system works automatically
after fixing the TEA line on appropriate side (depending on
direction of the turning moment).
<PA (Power Attack) system - combines the trimmers with regular
speed system, so that pushing your speedbar automatically and
simultaneously releases the trimmers.
<classic trimmer.
before first use

11
before first use
<classic speed system.
Some of the subsystems work similarly to the well-known systems of
our previous wings:
TCL – it’s an outer 2D line fixe to the brake handle. You can operate
it by simply grabbing the line over the handle (the handle can stay in
your hand, otherwise it can be placed at its docking station or even
let free).
Caution: Before first use of the paraglider check if the
steering lines and their pulleys are fixed for the upper or
lower paramotor hangpoints and adjust them to your needs
when necessary.
Adjustment of the steering handles, the pulley and the speed
system
As much as three positions for the steering line pulley are available
(picture on the next page). Factory setting is in the middle loop. On
the main brake line there are two points marked, higher and lower,
for the brake handle at the middle position of the pulley. Depending
on the pulley placement you have to adjust the steering lines’ length
accordingly.
In practice moving the pulley from the middle loop (2) to the highest
one (1) will not require readjusting the steering lines. The lower loop
(3) will definitively require increasing that length by a distance
between the middle (2) and the lowest (3) pulley loop.
It’s also possible to readjust the Easy Keeper magnets position on the
risers. At the highest pulley setting the magnet is also at its highest
position, while at lower setting the magnets are also placed lower, as
shown on the picture.
The steering lines’ length should be adjusted so that in max speed
mode (released trimmers and fully engaged speed system) the
steering lines are not affecting the trailing edge.
Steering lines progression - that is the difference in length between
the central line led through the pulley and the outer (yellow) line - is
set at the factory and basically should not be adjusted. As an
exception the progression can be altered to suit individual
preferences, but no more than +/- 3cm and keeping to the rules
described above.
Before you will take on powered flight it is recommended to try the
setup out.

12
before first use
Hang up the entire PPG unit with ropes, sit in the harness and ask
someone to pull the risers up. 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 lines too. The speedbar when not in use
must not pull the lines nor risers. Neither should it be too loose, for
it could then get into rotating propeller.
An additional way to check the whole configuration out is to visit a
take-off site in steady winds of ca. 3 m/s. With the engine off, inflate
the wing and take it up over your head.When it stabilizes, check that
the brakes are completely loose and do not affect 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.
Caution: Ill-adjusted steering lines can be a reason for wrong
assessment of the canopy state, and/or can cause dangerous
deflations on high speeds when too short.
Other systems
This paraglider has no other systems which can be adjusted,
exchanged or removed.

13
before first use
1
2
3
Pulley placed in the
first (highest) loop; the
EK magnet fixed over
the second pulley loop.
Pulley placed in the
second (middle) loop;
the EK magnet fixed
over the trimmer buckle.
Pulley placed in the third
(lowest) loop; the EK
magnet fixed over the
trimmer buckle.

14
First flights
In order to get familiar with your wing we recommend at first flying
with the trimmers in slow positions (trims closed or slightly opened 2-
3 cm), since in this configuration the Warp behaves as a classic wing.
Once you feel confident with your wing, you can start experimenting
with faster trim settings and speed system. Use all additional speed
and vigor of the Warp.
Caution: Before each launch it is necessary to have a
thorough check of the paraglider, harness and power unit.
Classic launch with no wind
Even when it seems that there is no wind at all, it is rarely so.
Therefore always be careful in determining the conditions, since in
PPG flying it is most important that the launch and initial climb are
performed with a head wind (the danger of losing your airspeed
while steep crossing of the wind gradient is greatly reduced then).
Special attention must be paid to trees, power lines and other
obstacles, including the possibility of emerging rotors.
Preparing the canopy
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. Trimmers must be opened at
least 3 cm (trimmer scale is marked every three cm). In strong
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 run the pre-launch checklist.
See if:
<the helmet is on and locked,
<the risers are clipped in the carabiners,
<the trimmers are properly set,
<nothing will get in propeller's way,
<speed system is running without problems,
<steering lines and handles are free and not twisted,
<the engine delivers full power,
<the take off area is clear of obstacles and free to use.
When you are sure everything is OK, you can clip the risers in the
paramotor’s harness.
launch

15
Applying steady and equal pressure on both A risers move forward.
The wing practically does not overshoot, so the front collapses that
otherwise happen quite often during launches are rarely seen with
Warp. Instead it kind of waits for you to catch up.
From now on you should steer the paraglider facing forward, without
looking back over your shoulders. When the canopy lies low behind
you and you will try to turn, some lines can get in the propeller. On
the other hand, 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 that the strain on both risers to be
equal, 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 observing
starting direction. If the wind lulls, give a stronger pull on the risers.
If the paraglider drops to one side or back too far to rise again, kill
the engine, interrupt launch and assess 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 in full and the lines are not tangled, but do so
neither stopping nor looking back over your shoulder. 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 colliding with
the propeller. Before giving it full power, see that the cage did 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
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.
<The lower the hangpoints of your power unit are, the easier is the
launch.
launch

16
Reverse launch in strong wind
Reverse launch can be executed while holding in one hand both A
risers and one brake, with throttle and the second brake in the other
hand.With a decent wind it is by far the best way to launch.In weaker
wind it is better to prepare a classic launch, as running backwards
with a paramotor on your back is not the easiest thing to do. It is
reasonable not to pull the wing up until you are really determined to
launch, especially when it’s already 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 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 (with the canopy lying still).
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 inflate the canopy. The Warp comes up
easily and sometimes may require a dab on the brakes to stop it
over your head.
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.
launch

17
Caution: When clipping in the crossed risers, you can find
proper connection of the speed system particularly hard.
Be careful not to confuse the risers!
launch

18
Climbing
Once you took off safely, continue heading against the wind, using
brakes to correct rate of climb. Do not try to climb too steeply -
attempts to increase climb rate by pulling the brakes will have an
adverse effect, as due to additional drag the actual rate of climb will
worsen and with the throttle fully opened even a stall can occur.
In powered flight the Warp behaves more like an aeroplane than a
paraglider, and it is good idea to regard it as such.If there are no
obstacles present, it is by far safer (and more impressive for the
spectators) to level for a while after take-off and gain some speed
before converting it to height with a brief pull on the brakes.
Another reason not to try climbing too steeply is the risk connected
with engine failure at low altitude. Even as the Warp in a steep climb
does not stay behind as much as conventional paragliders do, the
low speed is more likely to cause a stall. Besides, you should always
be able to land safely in case of engine malfunction, so it’s better not
to take unnecessary chances and always fly with a safe margin of
speed.
Depending on the power unit geometry, it is possible that after take-
off you will notice a propeller torque (turning moment). It will try to
turn you around, so counteract with a brake. Warp is equipped with
an automatically operating TEA line (Torque Effect Adjuster).
Unsymmetrical TEA assembly is an efficient countermeasure against
the turning moment.
When climbing steeply with slow trim settings and high power
output keep in mind the risk of stalling!
Due to typical PPG feature - considerable vertical distance between
thrust axis and wing chord - the range of safe power operation is
closely connected to your skills and equipment.
Power-unit induced oscillations
Certain configurations of engine weight, output and propeller
diameter can cause serious oscillations, during which the pilot is
being lifted to one side by the torque effect, swings down due to his
weight, then is lifted again and so on. To avoid this you can:
<change the throttle setting and/or
<use the TEA system by fixing the line on the side opposite to the
torque direction and/or
<shift yourself to the other side of the harness
The best method is to fasten opposite cross-bracing, or apply some
weight-shift. Such oscillations usually occur at full power - the
climbing

19
flight
greater the engine output and propeller diameter, the bigger the
swings. In addition pilot reactions are often too late or wrong,
increasing the problem instead of solving it. In this case a simple way
to deal with this question is to close the throttle and release the
brakes.
Especially less-experienced pilots tend to overreact. This is called a
pilot-induced oscillation, and proven solution is to leave the brakes
alone.
TEA line (Torque Effect Adjuster) works automatically after fixing the
TEA on appropriate side (depending on your paramotor’s torque
direction).
First flights should be absolved without the TEA assembled yet, in
order to assess if the torque of your paramotor indeed requires
installing this system.
Correct assembly of the TEA line is pictured on the next page.
Level flight
Once you have gained safe height after take-off and wish to go for a
route, you can turn on the right direction, fully open the trimmers
and let off the brakes.If the conditions are turbulent, it can look
foolhardy, but this is the essential feature of the reflex profile - the
faster you fly, the safer your Warp. That's why it’s actually possible to
release the brakes and enjoy your flight.
Caution: Some pilots with previous free-flying paragliders
experience may have a well-grounded habit of keeping the
brakes slightly taut at all times. Such a technique, while quite
reasonable on a free-flying wings as it allows for quick pilot
reactions and decreases sink, is not advisable for reflex
paragliders. When you pull the brakes, the Warp profile loses
its reflex characteristics.
Good knowledge of weather conditions (e.g. wind at different
altitudes) and smart use of thermals, convergence and other kinds of
lift is another way of greatly reducing fuel consumption and
increasing your flight range.

20
TEA assembly