Gin Fuse Manual

pilot manual
v2.0, 01/06/2014

Photo: J. Maupoint

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Contents
Thank you... 5
Warning 6
About Gin Gliders 7
Introducing the Fuse 8
Before you fly 9
Flying the Fuse 13
Care and maintenance 25
Final words... 29
Technical specification 30
Diagram of parts 31
Riser diagram 32
Line plan 33
Certification and line lengths 34
Certification and line lengths 35
Materials 36
Brake line knot diagram 37

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Thank you...
...for choosing Gin Gliders. We are confident you’ll enjoy many rewarding experiences in the air
with your GIN Fuse.
This manual contains important safety, performance and maintenance information. Read it
before your first flight, keep it for reference, and please pass it on to the new owner if you ever
re-sell your paraglider.
Any updates to this manual, or relevant safety information, will be published on our website:
www.gingliders.com. You can also register for e-mail updates via our website.
Happy flying and safe landings,
GIN team

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Warning
Like any extreme sport, paragliding involves unpredictable risks which may lead to injury or
death. By choosing to fly, you assume the sole responsibility for those risks. You can minimize the
risks by having the appropriate attitude, training and experience and by properly understanding,
using and maintaining your equipment. Always seek to expand your knowledge and to develop
self-reliance. If there is anything you do not understand, consult with your local dealer as a first
point of contact, with the GIN importer in your country or with Gin Gliders directly.
Because it is impossible to anticipate every situation or condition that can occur while
paragliding, this manual makes no representation about the safe use of the paraglider under
all conditions. Neither Gin Gliders nor the seller of GIN equipment can guarantee, or be held
responsible for, the safety of yourself or anyone else.
Many countries have specific regulations or laws regarding paragliding activity. It’s your
responsibility to know and observe the regulations of the region where you fly.

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About Gin Gliders
Dream
In forming Gin Gliders, designer and competition pilot Gin Seok Song had one simple dream:
to make the best possible paragliding equipment that pilots all over the world would love to fly—
whatever their ambitions.
At Gin Gliders, we bring together consultant aerodynamists, world cup pilots, engineers and
paragliding school instructors, all with one goal: creating better paragliders.
Touch
We’re a “hands-on” company that puts continuous innovation and development at the centre of
everything we do.
At our purpose-built R&D workshop at head office in Korea, we are able to design, manufacture,
test-fly and modify prototypes all in a matter of hours. Our international R&D team is on hand both
in Korea and at locations worldwide. This guarantees that your equipment has been thoroughly
tested to cope with the toughest flying conditions.
Our own production facilities in East Asia ensure the quality of the finished product and also
the well-being of our production staff.
Believe
We believe that the product should speak for itself. Only by flying can the pilot understand the
wing and develop trust and confidence in it. From this feeling comes safety, comfort, performance
and fun. The grin when you land should say it all!

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Introducing the Fuse
The Fuse is a tandem paraglider for professionals who demand only the best for their
passengers—and for themselves!
The Fuse contains the same EPT (Equalized Pressure Technology) that’s at the heart of our XC
wing, the Carrera. EPT means a better launch, a better landing and a better flight all-round! The
Fuse is both reliable and efficient for commercial use, yet makes no compromises when flown for
pure pleasure.
Effortless inflation and take-off
The Fuse is easy to manage on the ground and inflates smoothly and evenly in all flyable
conditions. And because the Fuse profile produces a lot of lift at low airspeeds, you’ll get
airbourne without a fuss—even if your passenger doesn’t move as enthusiastically as you would
wish!
Agile, well-balanced handling
The Fuse reacts to your control inputs with speed and precision and goes exactly where you
put it. You get just the right amount of feedback, so your passenger stays comfortable and you
easily find lift and stay in thermals. Or, if you prefer to land sooner, the agility of the wing means
that you can still have some fun on your way down!
Stress-free landing
The Fuse has excellent roll response even at lower speeds, ideal on tight landing approaches.
Near minimum speed, the sink rate increases significantly and—in appropriate conditions—you
can use this behaviour to your advantage during the last few metres before touchdown. Despite
this, the wing’s energy retention is good and you can still flare with authority.
CAUTION: To fly the Fuse, you
should be a qualified tandem
pilot in accordance with your local
regulations. You should be flying
regularly and be competent in “active
flying” techniques.
WARNING: The Fuse is not intended as
a training glider!

NOTE: Your glider may have been
delivered with some lines looped around
the maillons, this is to allow the glider
to be re-trimmed during a professional
check at the recommended service
interval.
WARNING: If you fly with wraps, be
sure to release them in any extreme
situation. Failure to do so could prevent
normal recovery of the wing.
CAUTION: If you do shorten the brake
lines, make sure there is enough free
brake travel that the trailing edge is
not braked (deformed) when the glider
is fully accelerated. There should be at
least 10cm of free brake travel when the
glider is flown “hands-off”.
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Before you fly
Delivery
Make sure your dealer has checked and test-flown the glider. Your glider will be delivered to
you with the original trim settings which correspond to the tested configuration. Do not make any
modifications, such as changing the risers or altering the line lengths. This would invalidate the
certification and is potentially dangerous.
Brake lines
GIN test pilots have carefully tuned the brake line lengths during testing, and there should be
no need to change them. We generally suggest flying with wraps (a turn of brake line around the
hand).
If you do decide to make adjustments to suit your harness, body or flying style, make any
adjustments in steps of 2cm. Be sure to test fly the glider after each adjustment. See the reference
section at the end of this manual for the recommended knot to use to re-attach the brake handles.
Risers and line layout
A line plan and a diagram of the risers can be found in the reference section at the end of this
manual. Familiarize yourself with the layout of the risers and the position of the “stabilo (STB)”
line.

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CAUTION: Be sure to always set the
trimmers symmetrically.
CAUTION: Don’t fully open the trimmers
in severe turbulence or near the
ground.
CAUTION: Be aware that fully open
trimmers will place the brake handles
much higher up on the riser
TIP: The slight negative trim setting is
useful on steep take-offs or with heavy
passengers.
NOTE: When using soft spreaders,
weight differences are not relevant
and the different hang points for pilot/
passenger serve only to equalize height
differences.
NOTE: If you choose to use the lower
pilot hang-point on the spreader, you
may need to adjust the lengths of the
brake lines.
Trim (speed) system
The trim system varys the angle of attack and functions both as a speed system and also as a
means to adjust the trim speed of the wing for varying take-off conditions and passenger weights.
The trimmers on the B, C and D risers are operated via KametTM buckles on the D risers. An 11cm
total range (from slight negative to large positive setting) provides versatility and a large reserve
of speed. There are 3 basic positions:
Trimmers neutral: this is marked by red stitching, and is the position for normal flights.
Trimmers open: recommended when flying with low to medium hook-in weight, in stronger
winds, for towing, for flying with big-ears or when flying with light passengers. It is also useful
for long transitions into headwinds.
Trimmers closed: recommended when flying at or near the maximum take-off weight. Closing
the trimmers will reduce take-off and landing speed.
Tandem Spreader bars
The Fuse has been tested and certified with a standard T-bar (spreader bar) suspension system.
Using the Fuse with other tandem suspension systems is not recommended as it could adversely
affect both flight characteristics and the behaviour in extreme flight situations.
Connect your passenger to the appropriate loop in order to balance the relative difference
in height and weight between you and your passenger. Be sure to connect the passenger
symmetrically to the corresponding loops on each side of the spreader.
Always use tandem-rated carabiners or maillons for these connections and also for those of
your rescue system.

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CAUTION: Don’t adjust your leg and
shoulder straps too tightly. If you do,
you may have difficulty sitting back into
your harness after take-off.
NOTE: The pilot and passenger’s chest
strap (horizontal distance between the
main carabiners) should be set to the
same distance.
NOTE: Information regarding harness
dimensions used in certification flights
is contained in the documentation of the
relevant standards.
Big ears system
A clamp cleat system makes it simple to lock the big ears in place when used for an extended
period.
Your harness
It’s important for your comfort and safety to fly with a suitable harness that is properly
adjusted. When choosing a harness, remember that the height of the attachment points (i.e.
distance from the carabiners to the seat plate) affects the sensitivity of the glider and the
relative brake travel. The lower (shorter) the attachment points, the more sensitive the glider
is to weightshift. The GIN Fuse glider has been developed with the corresponding GIN Fuse pilot
and Fuse passenger harnesses, which have appropriate attachment point heights. For any other
harnesses, we recommend an attachment point height of 40-44cm (depending on size and model).
Adjust your chest strap so that the distance between the carabiners is approximately 46cm.
Lighter pilots may fly with a slightly narrower setting. A rule of thumb is to set the width of your
chest strap to that of your shoulders.
Your dealer will be able to offer individual advice regarding harnesses.
Mounting the tandem reserve
Always mount the reserve so that unintentional opening by either passenger or pilot is
impossible. Please refer to the reserve manufacturers User Manual.
The reserve bridle should run along the pilot’s back, through the Velcro guide of the spreader
bar, and be attached to the main carabiners at the main suspension point (where the risers are
attached). Any other mode of attachment will compromise the safety of pilot and passenger in

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the event of a rescue opening.
Rucksack
The Fuse comes with an XXL rucksack, designed to carry all your equipment in comfort.
Weight range
Be sure to fly your glider within the certified weight range given in the Technical Specification
section. Due to EPT technology, the Fuse flies well at any wing loading within this weight range.
Higher wing loadings result in a more dynamic feel, increased brake pressures and higher speeds.
Lower wing loadings result in lower speeds, a softer feel and less dynamic reactions.
TIP: Check your total flying weight by
standing on weighing scales with all your
equipment packed into your rucksack.

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Flying the Fuse
TIP: Practice inflating your glider and
making short flights on a training
hill.
NOTE: Remember that you have a duty
of care to your passenger and that their
life is in your hands. Take extra care with
all aspects of safety.
General warnings and advice
Before flying with your paraglider, check the following:
Are you in good physical and mental condition?
Are you familiar and compliant with all applicable laws and regulations in your area?
Are you within the certified weight range of your paraglider?
Do you and your passenger have the necessary valid insurance cover (e.g. liability, medical,
life)?
Are you briefed thoroughly about the site, airspace and expected weather conditions of the
day?
Is your equipment and choice of site suitable for your level of experience?
Do you have a suitable helmet, gloves, boots, eyewear and adequate clothing?
Are you and your passenger carrying some form of identification, so that people know who
you are in case of an accident? Take along a radio and mobile phone if possible.
Do you fully understand how to safely fly your new paraglider? If not, have your instructor or
dealer explain anything you are not sure about.
When you go for your first flight on your new Fuse, be sure to pick a day and site that does not
present you with any unfamiliar challenges. During your first flight, familiarize yourself with the
in-flight characteristics of your new wing.

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TIP: Always follow a consistent method
of preparation and pre-flight checks
each time you fly.
TIP: Explain the takeoff procedure
and your commands clearly to your
passenger.
CAUTION: If the glider has obvious
folds due to tight packing or long-
term storage, carry out some practice
inflations before your first launch and
smooth out the trailing edge a little.
This ensures that the flow profile is
correct during launch. This is particularly
important in low temperatures.
Preparation for launch
Check the condition of your paraglider and other flying equipment before every flight.
Lay out your wing on its top surface in an arc. Make sure that the centre of the wing is higher
than the tips.
Prepare for launch by checking the following:
Is the glider fabric dry and free from tears or other damage?
Are the lines free from knots, tangles or other damage?
Are the maillons connecting the lines and risers closed and secured?
Are your carabiners in good condition?
Are the risers (including the trimmer webbing) in good condition?
Is your harness in good condition?
Is your rescue correctly installed in your harness?
Is your rescue handle secure and rescue pin in?
Pre-flight check
Check the following before every take-off:
Is your passenger fully briefed and fit to fly?
Is your personal equipment—and that of your passenger—in order? (harness and helmet
straps done up, spreader bar correctly attached, rescue correctly connected to spreader bar,
rescue handle secure and pin in, carabiners done up)
Is the trimmer position set correctly?
Is the neoprene cover over the clamp cleat (the clamp cleat must be covered)?

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TIP: If the glider comes up slightly
off-centre, make small corrections by
moving towards the lower side.
TIP: In stronger winds, be prepared
to take a couple of steps towards the
canopy as it inflates and rises.
TIP: Practice ground-handling regularly
to improve your take-off skills!
CAUTION: Groundhandling (especially
on rough surfaces) will accelerate the
ageing process of your wing.
Are you holding the ‘A’ risers and brake handles?
Is the wing arranged in an arc with the leading edge open and into wind?
Is the wind strength and direction suitable?
Is the airspace and visibility clear?
Launching
The Fuse has smooth and progressive inflation characteristics with no tendency to hang back or
shoot forwards.
Forward launch (nil to light winds)
Lean forward positively and guide the ‘A’ risers smoothly upwards in an arc, keeping your
elbows bent and hands at the level of the shoulders. The Fuse will inflate easily—there is no need
to aggressively pull or push the risers. As the glider comes above your head, make sure that the
canopy is correctly inflated, that you are centrally positioned under the glider, and that there are
no knots or tangles in the lines. Check that the airspace and visibility are clear. If everything is in
order, move forward decisively off the take-off.
Reverse launch (light to strong winds)
Take the brakes and turn around to face the wing. Pass one set of risers over your head as you
turn. Make sure the lines are free from knots or tangles. Check that the airspace and visibility are
clear. Gently pull up the glider in an arc with the ‘A’ risers. When the glider is overhead, brake it
gently if necessary, turn around and launch.

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CAUTION: Never let the leading edge
crash to the ground, you risk damaging
the seams and/or internal structure.
WARNING: Never perform steep turns
near the ground. This may cause the
pilot to pendulum dangerously.
CAUTION: Be sure to brief your
passenger in advance on any actions you
may require of them during landing.
Landing
Remember the following general points to make a good landing:
Observe the wind direction and strength, and any hazards in, or near, the landing area.
Fly a proper landing circuit and plan your final approach well in advance.
Actively choose a spot on the ground in the landing field to aim for. Adopt an upright position
in your harness by sliding your legs forward, ready to make contact with the ground.
Make your final approach as straight as possible. Fly at around trim speed (keep just enough
tension on the brakes to keep contact with the wing, a little more tension in turbulent air). Once
you come within a metre of the ground, brake progressively to maintain a level flight path.
In nil or light winds, flare positively to reduce your groundspeed to a minimum. In stronger
winds, use only the minimum amount of flare necessary to sufficiently minimize your vertical and
horizontal speed. If you flare too hard in strong winds, the glider will climb rapidly upwards and
backwards, and you may get injured.
In strong winds, turn to face your wing as soon as your feet touch the ground. Immediately
stall the glider as rapidly as possible with the brakes or rear risers. Be prepared to run towards
your wing.

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TIP: During your first few flights,
familiarize yourself with your glider’s
speed range and corresponding brake
positions and pressures.
CAUTION: Always check for clear airspace
before initiating a turn.
In-flight characteristics
Normal flight
“Neutral trim” (trimmers set to neutral, brakes fully released) is the best glide speed in still
air.
Minimum sink speed on the Fuse is achieved by light braking. In a normal flying position (knees
parallel to the ground and your body slightly reclined), your hands should be holding the brakes at
a level between your eyes and your shoulders. Use this speed for thermalling and ridge soaring.
Stall speed is approached by bringing your hands towards your hips. Notice the decreased wind
noise and a significant increase in brake pressure. Be sure not to allow your glider to enter a stall.
Accelerated flight
The trim system causes the glider to accelerate by lowering the angle of attack. Use the
trimmers when gliding in sinking air, headwinds and crosswinds. Remember that the wing will
react more dynamically after a collapse when flown with the trimmers open or with a higher wing
loading.
Turning
Make your first turns gradual and progressive. Also remember that your harness and its set-up
has an influence of the turning behaviour of the wing.
Enter a turn with good airspeed, weightshift and then apply the brake. Once established in the
turn, regulate your speed and turn radius with weightshift and the outer brake.

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TIP: The further in front of you the
glider pitches, the larger the brake input
required, but for a shorter duration.
CAUTION: Never release the brakes when
the glider is behind you but accelerating
forwards.
Active flying
Practice active flying to eliminate collapses in all but the most turbulent conditions.
Keep tension on the brakes approximately equal to the weight of your arms. This allows you to
stay relaxed and sensitively feel the internal pressure in the wing through the brakes. If you feel a
loss of pressure in one or both sides of the wing, quickly apply the appropriate brake(s) to re-gain
pressure. Release the brake promptly as soon as normal pressure is resumed.
If you miss the above timing and get a collapse, be sure to first raise your hands and release
the brakes before considering any other corrective actions.
The Fuse has excellent pitch stability. Nonetheless, in turbulence or during manoeuvres, the
glider may pitch. If the glider pitches in front of you, apply brake to slow it down. If the glider
drops behind you, ease off the brakes to allow it to speed up. The objective is to reduce the
pendulum effect by adjusting the speed of your glider so that glider and pilot are travelling at the
same speed.
Due to the inherent stability of the Fuse, collpases not induced by pilot action are rare in all
but the most turbulent conditions.

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TIP: Always try to avoid the need to use
these descent techniques. Thoroughly
check the conditions before launch,
and pay close attention to how the day
develops.
NOTE: The outer A-line of the Fuse is
attached to a separate riser. This makes
applying big ears easier.
WARNING: Do not attempt to release big
ears near the ground.
Rapid descent techniques
Learn and practice the techniques in this section under qualified supervision. Big ears and
spiral dives are generally the most common methods of descent. Big ears can achieve a moderate
rate of descent with the advantage of forward speed and manoeuvrability. Spiral dives attain
higher rates of descent, but the G-forces can be significant and the manoeuvre is more technically
demanding and may have an undesirable effect on your passenger. ‘B-stalls’ have little or no
advantages compared to the other methods of descent and are not recommended in normal
situations.
Big ears
To enter big ears, pull down firmly the outermost A lines on each side of the wing one-by-one
until the wingtips fold under.
Once in big ears, the glider can still be steered using the brakes. If using big ears for an
extended period, lock them in place using the clamp cleat on the rear riser. Before using the clamp,
remove the neoprene cover.
To increase your sink rate and forward speed, release the trimmers. Always release the
trimmers AFTER entering big ears, never before.
To exit big ears, release both A lines at the same time. Apply brake progressively one side at
a time to help re-inflation. Be careful not brake too deeply on both sides at the same time as this
could cause a stall.
Spiral dives
Before entering a spiral, make sure you have adequate height for recovery. To enter the spiral

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WARNING: The high G-forces experienced
in steep or prolonged spirals may
result in disorientation or even
loss of consciousness. Spirals with
descent rates above 10 m/s are not
recommended.
CAUTION: Frequent steep spirals may
cause premature aging of your wing.
WARNING: Do not attempt to enter a
spiral dive while in big ears. This places
excessive forces on the paraglider and
may result in structural failure.
dive, weight shift and progressively apply the inside brake until the glider enters the spiral. As
the glider accelerates into the spiral, centre your weight and control your rate of descent with
weightshift and outer brake.
To exit the spiral, check your weight is centred (or slightly towards the outside) and
progressively release the inside brake. As the glider starts to exit the spiral, you may also choose
to reduce the pendulum moment by briefly re-applying the inside brake.
The Fuse has no tendency to remain in a stable spiral dive under normal conditions. The
Fuse will recover spontaneously, after the inside brake is released progressively in one turn,
from an established spiral dive. However, in certain cases, such as spirals with excessive sink
rates or wrong harness settings, pilot action may be required. In such cases, exit the spiral by
weightshifting to the outside and progressively applying the outside brake.
B-stall
Although it is not recommended for normal situations, the B-stall does not present particular
difficulties.
To enter a B-stall, symmetrically pull down the B risers. This action may require considerable
effort. To exit the manoeuvre, release the B-risers smoothly and symmetrically. Be sure to allow
the glider to resume normal flight before making any other actions.