Gin Boomerang RF M User manual

English

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Welcome
Congratulations and thank you from Gin Gliders on your purchase of the Boomerang, the
winning glider of the ’99 and ’00 Paragliding World Cup Constructor’s trophy. Whatever your
goals are in paragliding, we are confident that the Boomerang will help you to reach them.
Being an experienced pilot, you probably know most of the techniques laid out in this manual
involved in flying a paraglider. We would, however,like you to read this manual thoroughly.
Safe flying starts with a good theoretical background.
Forwhomandwhy
The Boomerang is designed for all kinds of flying, fromridge soaring and thermalling to
cross country and competition flying. It is also suitable for towing.
We expect the dealer and end-user to have sufficient knowledge and experience of high
performanceparagliders, their uses and dangers. Should this not be the case, this manual can
never be the means to gain that experience.
This glider has been designed for a pilot who:
-flies more than 50 flights a year
-has previous experience of thermal flying in strong and turbulent conditions
-can assess the conditions he/she is flying in and if necessary abort the flight
-has completed a safety training course
The information in this manual can under no circumstances replace a proper training in an
authorized paragliding school.If a friend offers you free beginner’s ”lessons”with a
Boomerang or any other paraglider, don’t be tempted, deny firmly.

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Contents
Welcome to the flying world of Gin Gliders ………………………………………………… 2
For whom and why? ………………………………………………………………………… 2
Table of contents …………………………………………………………………………… 3
Testing ……………………………………………………………………………………… 4
Construction? ………………………………………………………………………………… 5
Brake adjustment …………………………………………………………………………… 5
Speed system ……………………………………………………………………………… 6
Rucksack …………………………………………………………………………………… 7
Unpacking …………………………………………………………………………………… 7
Preparing for launch ………………………………………………………………………… 7
Pre-flight ……………………………………………………………………………… 8
Take-off ……………………………………………………………………………… 8
Tangled lines ………………………………………………………………………… 9
Tow take-off …………………………………………………………………………… 9
Motorized flight ……………………………………………………………………………… 9
Flyingthe Boomerang ………………………………………………………………………… 9
In turbulence ……………………………………………………………………………… 10
Flat spin …………………………………………………………………………… 10
Asymmetric deflation ………………………………………………………………… 10
Frontal deflation ……………………………………………………………………… 10
Cravatte ……………………………………………………………………………… 11
Cascade of events …………………………………………………………………… 11
On materials ………………………………………………………………………… 11
Rapid descent techniques …………………………………………………………………… 11
Big Ears ……………………………………………………………………………… 12
360 spiral dive ……………………………………………………………………… 12
“B”stall …………………………………………………………………………… 13
Deep stall …………………………………………………………………………… 13
Full stall …………………………………………………………………………… 13
Steering without brakes …………………………………………………………………… 13
Aerobatics ………………………………………………………………………………… 13
Landing the Boomerang …………………………………………………………………… 14
Packing instructions ………………………………………………………………………… 14
Care and maintenance ……………………………………………………………………… 14
Inspections …………………………………………………………………………… 15
Security, responsibility and flying ………………………………………………………… 15
Technical specifications …………………………………………………………………… 16
Line plan ………………………………………………………………………………… 17
Description ………………………………………………………………… 18,19,20,21,22,23

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Certification
The Gin GlidersBoomerang has passed AFNORtests in the COMPETITION Category.
It has also been shock-tested and passed with a load corresponding to more than 8G of the
maximum weight in flight.

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Design
The new Boomerang has been fully revised for 2001 and beyond from the original
Boomerang, the most successful competition glider of the past 3 years. Its pedigree is second-
to-none. Improvements have been made to the handling, glide ratio, maximum speed and take-
off characteristics. This has been achieved by the introduction of several new technological
features, such as the patented Rigifoil System, new computer software to optimize the shape
at the nose fo the glider, and a new planform to optimize sink rate and handling.
Construction
Extreme care is taken during the whole construction process of all Gin gliders. Each glider
is assembled by one operator, to ensure consistency and accountability. The lines are cut
under load with a specially designed robot to achieve maximum precision, and each line length
is measured electronically at the end of the production process.
Using these design and construction techniques, Gin has reached a new standard in glider
design, manufacturing, safety and performance.
Brakelineadjustment
The main brake line lengths of the Boomerang correspond to the tested results of ACPUL.You
may only lengthen them to suit your harness, body and flying style. We strongly recommend
that you test flytheglider after every 2cm of adjustment. Bear in mind that these line lengths
have been tested by some very experienced test pilots, they should be changed only a small
amount. We recommend a double sheepshank or a bowline knot for the brake handle
attachment.

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Speedsystem
When in use, the speed system lowers the angle of attack with a pulley-guided,foot-operated system.
The Boomerang has a very wide speed range. In spite of its optimized airfoil, Rigifoil
system, air inlets and internal stability, the highest speeds should be used with caution,
especially in turbulent air.
The highly effective speed system of the Boomerang allows for approx. 17km/h gain in
speed. As all testing of the glider is made with the original speed system. Modifying the risers
for more travel denies the glider its full safety potential and invalidates certification.
Riser ABCD
length at trimspeed 52cm 52cm 52cm 52cm
length at full speed 33cm 37cm44.5cm 52cm

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Rucksack
All Gin gliders are delivered with a rucksack specially designed for keeping your equipment
steady on your back for ergonomic carrying comfort and ease of use. There are both internal
and external compression straps. Properly tightened, they keep the bag from bouncing against
your lower back when walking. There are also two storage pockets for all those small things...
Unpacking
Slip the glider out of the storage bag and take the velcro compression band off. Note the
way we pack our gliders at the factory (see also packing instructions). We recommend you
unpack and inflate your glider on a small training hill, or even flat ground, when doing so for
the first time. It is important to get a feel for the glider’s behaviour during launch and take-off.
There is nothing worse than the stress of a crowded take-off and new equipment for things to
go wrong. Some test pilots spend hundreds of hours every year just ground handling gliders in
the wind on flat ground.
Preparationforlaunch
Lay the glider out, get the lines and risers sorted out. Connect the risers to your harness
karabiners. We recommend a thorough line check in all wind conditions, but take some extra
care on nil-wind take-offs to ensures the lines cannot become tangled during launch.

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Pre-flightchecklist
1. Choose a sufficiently large take-off area with even ground and no obstacles.
Lay the glider out flat according to the planform.
Check all lines, cloth and risers for damage.
Check all line karabiners. If necessary, tighten with appropriate tool.
Inspect your harness and reserve handle.
2. Pull the glider´s risers and lines gently, in groups or separately, to sort out any
knots or tangles. Don´t forget the brake lines. Remove any branches or rocks from around
the spread-out lines.
Make sure the risers are not twisted or looped around any lines before attaching them to
your harness.
3. Strap yourself into your harness and don´t forget the leg loops.
4. Check the weather again, thermal cycles, turbulence, wind speed and strength.
5. Visually check the air in front of launch for other gliders.
Takeoff
The key to a successful launch technique is to practice ground handling on flat ground
whenever you can. Then choose the appropriate day with good conditions, the appropriate
take-off and do a thorough pre-flight check.
If launch conditions are windy, we recommend building a "wall" by partially inflating your
glider on the ground, thus sorting lines out thoroughly. In such conditions a reverse launch is
recommended, where you keep an eye on the glider during most of the take-off procedure. The
Boomerang is very easy to control in a reverse launch situation. It quickly comes up over your
head without overshooting. You only need to guide the A-risers, there is no need to pull them
hard. A few steps down the slope and light brake pressure while turning around will put you
even more in control.
In light wind or nil-wind conditions, we recommend laying the glider out straight, according
to it´s planform (no V or U shape needed). The Rigifoil System improves further the glider´s
inflation and reinflation characteristics. If the glider should come up sideways, run towards
the lower side instead of trying to struggle against the force. Do not counterbrake too much, it
may lose flying speed altogether. The Boomerang inflates steadily in nil-wind conditions and
has no tendency to stick on it´s way up. Merely guide the glider with the A-risers throughout
the take-off. There is no need to pull them hard.
An impulse launch (where you start running from close to the glider with slack lines)is not
needed.

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Lineknotsortangles
If any problems occur at the take off, abort the launch immediately by stalling the glider. On
steep launches stall one side of the glider and run parallel to the hill (if you´re not yet
airborne). If you´re already in the air, be sure you are clear of other gliders and the ground
before you start correcting any error!
Counterbrake / weightshift to the opposite side and pump the knotted side with your brake.
Be careful not to fly too slow to avoid a stall or spin. If the knot or tangle is too tight to pump
out, immediately fly to the landing zone and land safely.
Towlaunch
The Boomerang has no tendencies towards deep stall/parachuting. Therefore we allow tow
launched flights with a similar technique as described above. There is sufficient margin to
countersteer the glider in a normal towing situation. Make sure you use proper equipment,
experienced personnel, the recommended techniques and all relevant safety precautions for
towing.
Motorizedflight
The Boomerang has not been certified for motorized flight at the time of writing. However,
motorized flying has been made with great success due to its very easy take-off
characteristics, high performance, stability and extraordinarily good handling. Always use
certified combinations of engine/harness/glider. Always check with your federation if in doubt.
Flying the Boomerang
Once in the air you can enjoy the superb performance, high stability and safety of the
Boomerang. Not only does it have fairly high trimspeed, but due to an optimised combination
of airfoil and air inlets, it accelerates forward with every disturbance in the air. The handling
in turns is direct and well coordinatedin all axes. The climbing ability in thermals is as good
as glide. Minimum sink is very low and useable even with a lots of brake input because of the
flat polar curve. In comparisons we have found that this glider excels in overall performance
against most competition gliders from last year. It is indeed a step into the 21st century and
we are proud to have you take part in it.

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Inturbulence
The Boomerang has a high internal pressure, resistance to tucking and a very high degree of
passive safety. It is however still high performance glider that, despite being among the
safest in its class, demands an active flying style. The key to active piloting is keeping the
glider above your head at all times. If it falls back behind you, let up the brakes. If it surges in
front of you, counter brake until the surge is controlled. While thermalling in strong
conditions, you will sometimes find it necessary to raise the angle of attack temporarily on
the outer wing to avoid a deflation because of downstreaming air on the outside of the
thermal. Always let the glider regain airspeed after such an action. When thermalling in weak
or broken conditions, you will find the Boomerang a very easy glider to fly; it will support the
pilot with a very well behaved and effective character in coring all those elusive thermals.
Flatspin
In normal thermal flight, you are very far from the limits of a flatspin. Nevertheless, should
this occur, just let up the brakes and wait for the glider to regain forward speed. A deflation
might sometimes occur exiting a spin. Take appropriate action against it according to the
descriptions below.
Asymmetricdeflation
In the event of encountering strong turbulence and suffering an asymmetric deflation,the
Boomerangwill easily keep it’s flying direction by applying a little force on the opposite brake.
If you pump the deflated side with a big pumping motion (0-100% of the brake travel), or hold
the brake on the deflated side all the way down, the deflation will promptly come out.
Remember to let the glider regain its flying speed after it has reinflated
Frontaldeflation
If you feel it coming, first step off the speedbar. You may have to quickly pull both brakes
all the way, but for no more than one second, to avoid the deflation. Regain airspeed. If a
deflation has already happened, you might quickly pump both brakes to help it come out
quicker. If you don’t take action, it will come out by itself within a few seconds. The glider
does not respond with a deep stall. When counterbraking, be careful not to stall the glider.

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Cravatte/glider wrapped around lines
Counterbrake/weightshift and pump brake on the tangled side. Keep safe flying speed to
avoid stall or spin.On all Gin gliders, there is a separate stabilizer/winglet main line that goes
down to the B riser. This line usually comes slack in the event of a ”cravatte”. Pull it down
completely until it comes tight and the ”cravatte” normally comes out.
Cascadeofevents
Many reserve deployments are a result of a cascade of overcorrections by the pilot. Please
note that overcorrections are many times worse than no input at all.
As an experienced pilot once put it: "overcorrection is the mother of a spin".
If you have altitude, stay cool.If you don´t –better throw your reserve one time too many
than never again.
On materials
All modern gliders are built with as much of a safety margin as possible. The Boomerang is
tested to more than 8 times its maximum load (8G´s) and passed without remarks. However,
modern glider design has reached the level where material stretch / shrink has become a
relevant factor.
No such changes occurred during extensive testing of the Boomerang. Do take into
consideration that every extreme maneuver can, in time,damage the glider. This includes
spirals, B-stalls and big ears.
If you do notice any change in performance or handling of your glider, please have it
checked by an authorized dealer or the manufacturer.

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Losing altitude
Should you encounter a situation where you need to descend quickly or the lift becomes to
strong, there are several ways of quickly getting down.
The best way is of course, to find sink. This is often forgotten in a situation of stress -
leave the lift!
Here are some examples on how to get down fast. We recommend you try them out under
qualified supervision during a safety training course over the water.
Big ears
Although the noise of the wind around your ears may imply it, the groundspeed does not
improve with big ears. On the contrary, flying with your glider’s ”ears” in will decrease your
maximum ground speed by about 6 km/h. It is however a safe method of moderately losing
altitude while maintaining some forward speed.
Pull in big ears with the outer A line on each side. Reach high into the lines and pull
outwards downwards. On releasing the lines, you might pump out the big ears with
Boomerang: they will only slowly come out on by themselves.
If necessary, keep the big ears in until you flare for landing instead of letting them out on
the approach. This is a safer method because of a possible wind gradient and your low
airspeed/high wing loading with big ears in.
Spiral dive
The Boomerang has a very effective spiral dive. Weightshift and pull the brake on one side
slowly. Let it accelerate for two turns and enjoy the roaring wind and high G-force. You can
achieve sink rates of up to 20m/s this way. Once you have entered the spiral you can control
your descent rate and bank angle with weight shift and the outer brake.
WARNING! A pilot not accustomed to spiralling and/or dehydrated, can quickly lose
consciousness in a steep spiral dive! Practice spiralling with caution and lesser sinkrates to get a
feel for the Boomerang´s behaviour. When exiting a steep spiral dive, let it decelerate for one or
two turns with outer brake applied and/or weight shift to the outside to avoid big pendulum effects
and deflations.

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B-stall
To quickly lose altitude without straining your body with G-force you can use the B-stall.
Reach up to the B-risers just below the maillons and twist your hands while gently pulling. It
will be difficult at first, but become lighter the more you break the airfoil. Once pulled, do not
release immediately. The glider needs to settle into a stable B-stall before releasing. On
exiting the B-stall the Boomerang has a very gentle dive without deep stall tendencies, even
on a slow release of the risers. We advise you to release the B-stall symmetrically with both
hands.
Deep stall (parachuting, stable stall)
The Boomerang does not have a tendency to stay in a deep stall. Should this nevertheless
occur, put your hands on the A risers and push forward to gain speed. On some modern
harness/accelerator setups, you can operate the speedbar without using your hands. If so,
push the speedbar. Never try to steer out of a deep stall.
Fullstall,dynamicstall
You will find your Boomerang to have a smooth stall without big pilot pendulum forwards.
The surge upon release is moderate. The gliders are tested without wraps. Keep your hands
closetoyour body during the stall. Before releasing the stall, raise your hands slightly to fill
the glider with air. Let the brakes up when the glider is in front of you to avoid an excessive
surge. Counterbrakethedive quickly and releasethe brakes to regain airspeed. Never attempt
a stall and then change your mind and release the brakes, as the glider will surge and you
might end up in the sail. This goes for all paragliders.
Steeringwithoutbrakes
If a brake for some reason is not operational, you can steer the Boomerang with the D-
risers. Add steering input by weight-shifting in your harness. Be careful not to steer too much
with the riser, as a spin might occur.
Airspeed, airspeed, airspeed.
Aerobatics
Despite its good handling, the Boomerang is not designed for aerobatics.

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LandingwiththeBoomerang
The travel of the brakes is enough for a clean stall in normal conditions without taking
wraps around your hands. The low min. Sink and flyable min. Speed will help you to make a
soft landing in all conditions. Remember, this is a dynamic high performance glider. Don´t do
your last turn too late or too steep. It is easy to misjudge your speed and altitude.
Packinginstructions
We advise you to pack the glider ”accordion wise”. See drawing.
This kind of packing procedure may take slightly longer, but conserves the rigidity in the
profile reinforcements and the Rigifoils and is worth it in the long term. You will enjoy
unadulterated performance, top speed, ease of take off and tuck resistance for years ahead.
Sounds good, huh?
Careandmaintenance
Care should be taken with the small reinforcements of the Rigifoil System. They are
generally very resistant, but should they become damaged, they can be replaced easily by an
official GIN distributor or dealer.
If a line is damaged, please consult your dealer and have it replaced. The kevlar inside the
sheath can take lots of pulling force without stretching, but is sensitive to bending with small
radius. Damage is not always easy to see, so pre-flight check your glider meticulously. When
not in use, store the glider in a dry place out of the sun. Take caution when transporting
together with gasoline or solvents in a vehicle.

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Your Boomerang doesn’t like taking a bath in salt water. If it has, take it home and soak it in
the tub immediately. Be careful if it is full of water when lifting. Let the water out first -then
lift. If you want to clean spots, do so with lukewarm water and a small amount of soap if
needed. No strong detergents! Use a soft sponge or cloth to avoid scratching the surface. Let
it dry in a ventilated space, preferably out of the sun, any time your glider gets wet.
Inspection
Your Boomerang should be fully inspected by an authorized Gin agent after every 100hr
flyingtime or every year, whichever is sooner. A full inspection will not only give you peace of
mind but is required by AFNOR and DHV to retain certification.
Safety,liabilityandflying
Any activity can result in serious personal damage or even death. Remember that flying is
considered a high-risk sport. Traffic rules are easy to understand because you see the road.
Flying in the invisible air you have to use your judgment and experience. Lack thereof easily
causes accidents.
Neither the manufacturer nor distributor for this paraglider can be held responsible for any
damage you sustain to yourself and/or others. This includes objects and third parties.
.
Toflythisequipmentyoushould:
-Be in your right mind, unaffected by alcohol or other drugs.
-Have read and understood this owner´s manual.
-Have completed appropriatetrainingand have the required experienceforthisclassof glider.
-Wear head protection, use a certified harness and emergency parachute.
-Only fly in conditions suitable for yourlevel of paragliding.
-Make a thorough pre-flight check.
-Use a suitable launch and flying site.
-Have the necessary insurance and licences.
”Designing paragliders is a personal journey of challenge and discovery, an ongoing search for
perfection.“
--Gin Seok Song
While every effort has been made to ensure that the information in this manual is correct,
please remember that it has been produced for guidance and information only and should not
beused as a ”how to fly”manual.
This owner’s manual is subject to changes without prior notice.

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TECHNICALDATA
SIZE SML
AREA 24.53m² 26.62m² 28.79m²
SPAN 12.34m 12.86m13.37m
FLAT
A.R 6.21 6.21 6.21
AREA 22.19m² 24.08m² 26.04m²
SPAN 9.67m10.08m10.48mPROJECTED
A.R 4.84 4.84 4.84
ROOT 2.45m2.56m2.66
CHORD TIP 0.10m0.11m 0.11m
TOTALHEIGHT 7.96m8.30m8.63m
CELLNUMBER 25×325×325×3
GLIDERWEIGHT 6.9kg 7.5kg 7.9kg
WEIGHTINFLIGHT 75~95kg 90~110kg 105~125kg
AFNOR COMPETITION COMPETITION COMPETITION
D.H.V

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LINEPLAN Boomerang(XS,S,M,L)

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DESCRIPTION
1. FABRIC OF CANOPY
1-1 UPPER AND LOWER SURFACE
FABRICCODE 9092W/R 9092ME
NAME N.C.V INDUSTRIES
SUPPLIER ADDRESS
L’Isled’Abeau, Parc de Chesnes, 75,
rueduRuisseau38070SAINTQUENTINFALLAVIERCedex/
France
FINISHIDENTIFICATION W/R(PU coating) ME(PUcoating)
COMPOSITION POLYAMIDE6.6HIGHTENACITY
WEIGHT(g/sqm) 45
WIDTH(cm) 152
CONSTRUCTION RipStop
WARP 40(mini)
BREAKING
STRENGTH
(DaN/5cm) WEFT 33(mini)
Elongationonbias3Ibs(%) 4
Elongationonbias5Ibs(%) 10
Elongationonbias10Ibs(%) 20
WARP 1.5(mini)TEARSTRENGTH
(DaN) WEFT 2(mini)
AIRPermeabilityp=2000Pa
(l/SQMXMN) 40(maxi)

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1-2 LOAD BEARING RIBS
FABRIC CODE 9092 FM
NAME N.C.V INDUSTRIES
SUPPLIERADDRESS
L’Isle d’Abeau, Parc de Chesnes, 75,
rue du Ruisseau 38070 SAINT QUENTIN FALLAVIER Cedex
/ France
FINISH IDENTIFICATION FM(PU coating)
COMPOSITION POLYAMIDE 6.6 HIGH TENACITY
WEIGHT(g/sqm) 45 +/-3
WIDTH(cm) 158
CONSTRUCTION Rip Stop
WARP 40(mini)BREAKING
STRENGTH
(DaN/5cm) WEFT 33(mini)
Elongation on bias 3 Ibs (%) 1,5 (+/-0,5)
Elongation on bias 5 Ibs (%) 2(+/-1)
Elongation on bias 10 Ibs (%) 4(+/-2)
WARP 1 (mini)TEARSTRENGTH
(DaN) WEFT 1 (mini)
AIR Permeability p=2000Pa
(l/SQMXMN) 100 (maxi)

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1-3 NON LOAD BEARING RIBS AND V-RIBS
FABRIC CODE 9017 ME
NAME N.C.V INDUSTRIES
SUPPLIER ADDRESS L’Isle d’Abeau, Parc de Chesnes, 75, rue du Ruisseau
38070 SAINT QUENTIN FALLAVIER Cedex / France
FINISH IDENTIFICATION ME (PU coating)
COMPOSITION POLYAMIDE 6.6 HIGH TENACITY
WEIGHT(g/sqm) 39 +/-2
WIDTH(cm) 158
CONSTRUCTION Rip Stop
WARP 41(mini)BREAKING
STRENGTH
(DaN/5cm) WEFT 35(mini)
Elongation on bias 3 Ibs (%) 5
Elongation on bias 5 Ibs (%) 13
Elongation on bias 10 Ibs (%) 25
WARP 3 (mini)TEAR STRENGTH
(DaN) WEFT 3 (mini)
AIR Permeability p=2000Pa
(l/SQMXMN) 40 (maxi)