Gin Pegasus 3 User manual
v1.0 February 2021
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© Gin Gliders Inca
The information in this manual is provided for guidance only and is subject to change without notice. This manual is nota
intended as a comprehensive assembly, use, service, repair or maintenance manual. Please see your dealer for alla
assembly, service, repairs or maintenance. Your dealer may
also be able to refer you to classes, clinics or articles ona
paraglider use, service, repair or maintenance.
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Gin Gliders reserves the right to alter or add to the contents of this manual at any time.
You should therefore regularly visit our website:
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where you will find additional information relating to your paraglider and any changes to
the
manual. The date and version number of this manual are given on the front page.
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Thank you...a
… for choosing Gin Gliders. This user manual contains important information for the use and
maintenance of your paraglider. Detailed knowledge of your glider and equipment will help you
to fly safely and make the most of your flights.
Your GIN paraglider has been designed to meet all
safety and regulatory requirements. These
requirements also include the need to familiarise yourself with this user manual and the
information and instructions regarding safety, equipment and service prior to the initial
commissioning. These operating instructions must be fully read and understood before the first
flight.
If you have any
further questions about these operating instructions, please contact your GIN
dealer in the first instance, or Gin Gliders directly.
We wish you exciting flights and always a safe landing.
Your GIN team
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Contentsa
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Manual 7
Gin Gliders website 8
Gin Gliders and the environment 8
Respect for nature and the environment 8
Environmentally-friendly recycling 8
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Safety advice 9
Safety notices 9
Liability, warranty exclusion and operating limitations 10
Liability and warranty exclusion 10
Operating limitations 10
Before the first flight 11
Harness 11
Reserve 12
Weight range 12
Overload 12
First flight 13
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Preparation for launch 14
Material check 14
Pre-flight check 14
Start check 15
General warnings and advice 15
Launching 16
Forward launch 16
Additional information for starting with engine 16
Reverse launch 17
Additional information for reverse launch with engine
17
Tips for paragliding take-off 17
Knots or loops in the lines 17
The initial climb-out 18
Engine-induced oscillations 18
In-flight characteristics 18
Cruising flight 18
Normal flight 19
Accelerated flight 19
Turning 19
Active flying 20
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Rapid descent techniques 20
Spiral dives 21
B-Stall 22
Big ears 22
Landing 23
Landing with motor 23
Landing with standing propeller 24
Landing with trailing throttle 24
Additional information for motorized flying 24
Range of use 25
Towing 25
Attaching the towline release system 25
Tandem paragliding 26
Aerobatics 26
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Dangerous
situations 27
SIV / Safety training 27
Material stress 27
Canopy Collapses 28
Asymmetric collapses 28
Cravat / glider wrapped around lines 28
Symmetric collapses (Front stall) 29
Types of stall 29
Deep stall (parachuting, stable stall) 30
Full stall (dynamic stall) 30
Spin 31
Other tips for dangerous situations 31
Cascade 31
Emergency steering (rear riser
steering) 31
Flying in the rain 31
Advertising and adhesives 32
Overloading 32
Sand and salt air 32
Temperature range 32
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Storing the paraglider 33
Packing the paraglider 33
Rucksack 34
Storing and transporting the glider 34
Care 35
Ground handling 35
Fabric 35
Lines 36
Rigid construction 36
Cleaning 36
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Maintenance 37
Type designation 37
Regular inspections 37
Lines 37
Inspection periods 37
Validity of inspection 38
Inspection by the pilot 38
Repairs 38
Gin Gliders workshops 38
Small repairs to the glider 39
GIN quality and service 39
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Glider categories and guidelines 40
Glider category 40
DGAC certification 40
EN/LTF certification 40
Description of flight characteristics 40
Suitability for training 40
Description of pilot skills required 40
Target group and recommended flying experience 40
Normal flight requirements 41
Requirements for incidents and quick descents 41
Manufacturing and delivery 41
Overall illustration 42
Technical data 42
Riser and speed system 43
Riser 43
Riser
diagram 43
Riser lengths 44
Trimmer 44
Speed System 44
Line system and brakes 45
Line system 45
Brake line adjustment 45
Factory setting 45
Incorrect adjustment 46
Line layout 47
Materials 48
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Glider details 49
Pilot details / Proof of ownership 49
Inspections and repairs overview 50
Notes 50
Addresses 51
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Gin Glidersa
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 aerodynamicists, world cup pilots, engineers and
paragliding school
instructors, all with one goal: creating better paragliders.
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. Our facilities
are independently certified to AS9100C
(Aerospace standard) and also to ISO 9001:2008.
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!
Manuala
We recommend that you familiarise yourself with your new paraglider by reading this manual
before your first flight. This will allow you to acquaint yourself its new functions, to learn the best
way to fly the paraglider in various situations, and explain how to get the best out of your
paraglider. There are no special flying procedures and / or configurations apart from those
detailed in this manual.
Information in this manual on design of the paraglider, technical data and illustrations are
subject to change. We reserve the right to make changes without prior notification.
The
manual complies with the EN 926-2 and DGAC airworthiness and forms part of the
certification. It is comprised of:
1. Manual (this document):
Instructions on getting started and using the paraglider
2. Inspection Information:
General instructions and guidance on carrying out the regular inspection of paragliders
3. Glider details:
Pilot details , proof
of ownership and inspections and repairs overview
This manual was current at the time of publication, and may also be downloaded from the GIN
website.
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Gin Gliders websitea
Gin Gliders has a comprehensive website, which provides additional information about the
Pegasus 3, any updates to the manual and many other issues related to paragliding.
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On the Gin Gliders website, you will find an extensive range of accessories for your paraglider
and other useful products.
You will also
find links there to other services and websites:
●Gin Gliders Shops
●Facebook, Twitter & youtube
These websites and their content are provided for your use. The content of Gin Gliders
websites has been made available for your use on an “as is” and “as available” basis. Gin Gliders
reserves the right to alter the websites at any time or to block access to them.
Gin Gliders and the environmenta
Protection of the environment, safety and quality are the three basic values of Gin Gliders and
these have implications on everything we do. We also believe that our customers share our
environmental awareness.
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You can easily play a part in protection of the environment
by practising our sport in such a way
that there is no damage to nature and the areas in which we fly. Keep to marked trails, take your
rubbish away with you, refrain from making unnecessary noise and respect the sensitive
biological equilibrium of nature. Consideration for nature is required
even at the launch site!
Paragliding is, of course, an outdoor sport – protect and preserve our planet’s resources.
}
Gin Gliders gives consideration to the entire lifecycle of its paragliders, the last stage of which is
recycling in an environmentally-friendly manner. The synthetic materials used in a
paraglider
must be disposed of properly. If you are not able to arrange appropriate disposal, Gin Gliders will
be happy to recycle the paraglider for you. Send the glider with a short note to this effect to the
address given in the appendix.
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Safetya
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Safety advicea
Paragliding demand a high level of individual responsibility. Prudence and risk-awareness are
basic requirements for the safe practice of the sport, for the very reason that it is so easy to learn
and practically anyone can do so. Carelessness and overestimating one’s own abilities can
quickly lead to critical situations. A
reliable assessment of conditions for flying is particularly
important. Paragliders are not designed to be flown in turbulent weather. Most serious accidents
with paragliders are caused by pilots misjudging the weather for flying.
In Germany, paragliders are subject to the guidelines for air sports equipment and must not
under any circumstances be flown without a valid certification. Independent experimentation is
strictly prohibited. This Manual does not replace the need to attend training at a paragliding
school.
The manual must be passed on to any new owner if the paraglider is sold. It is part of the
certification and belongs with the paraglider.
Observe the other specific safety advice in the various sections of this manual.
Safety noticesa
Safety notices are issued when defects arise during use of a paraglider which could possibly also
affect other gliders of the same model. The notices contain instructions on how the affected
gliders can be inspected for possible faults and the steps required to rectify them.
Gin Gliders publishes on its
website any technical safety notices and airworthiness instructions
which are issued in respect of GIN products. The paraglider owner is responsible for carrying out
the action required by the safety notice.
Safety notices are issued by the certification agencies and also published on the relevant
websites. You should therefore
visit on a regular basis the safety pages of the certification
agencies and keep up-to-date with new safety notices which cover any products relating to
paragliding.
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Liability, warranty exclusion and operating limitationsa
Use of the paraglider is at the pilot’s own risk!
The manufacturer cannot be held liable for any personal injury or material damage which arises
in connection with Gin Gliders paragliders. The certification and warranty shall be rendered
invalid if there are changes of any kind (incl. paraglider design
or changes to the brake lines
beyond the permissible tolerance levels) or incorrect repairs to the glider, or if any inspections
are missed (annual and 2-yearly check).
Pilots are responsible for their own safety and must ensure that the airworthiness of the glider
is checked prior to every flight. The
pilot should launch only if the paraglider is airworthy. In
addition, when flying outside of Germany, pilots must observe the relevant regulations in each
country.
The glider may only be used if the pilot has a licence which is valid for the area or is flying
under the supervision
of an approved flying instructor. There shall be no liability on the part of
third parties, in particular the manufacturer and the dealer.
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In terms of the warranty and guarantee conditions, the paraglider may not be flown if any of the
following situations exists:
●the inspection period has expired, or the inspection has been carried out by the pilot
him/herself or by an unauthorised inspector
●the pilot has incorrect or inadequate equipment (reserve, protection, helmet etc)
●the glider is used for winch-launching with a winch which has not been inspected or by
non-licensed
pilots and/or winch operators
●the pilot has insufficient experience or training
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The paraglider must be operated only within the operating limits. These are exceeded, if one or
more of the following points are complied:
●the take-off weight is not within the permissible weight range
●the
glider is flown in rain or drizzle, cloud, fog and / or snow
●the canopy is wet
●there are turbulent weather conditions or wind speeds on launch higher than 2/3 ot the
maximum flyable airspeed of the glider (varies according to the total take-off weight)
●air temperature below
-10°C and above 50°C
●the glider is used for aerobatics/extreme flying or flight manoeuvres at an angle greater
than 90°
●there have been modifications to the canopy, lines or risers which have not been
approved
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Before the first flighta
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For motorized flight, the engine, harness, rescue
equipment and supporting structure have to be
checked individually for their compatibility. The compatibility of the engine with the other
components must be checked and confirmed if necessary. If you have any further questions,
please contact the supplier of your engine.
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For free flight the Pegasus 3
is certified for use with all harnesses with variable cross-bracing (GH
type). Practically all modern harnesses are GH type harnesses. Older harnesses with fixed cross-
bracing (GX type) are not certified and should not be used. Check with the manufacturer of the
harness or your paragliding instructor if
in doubt whether your harness is a GH or GX type
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 weight-shift.
The adjustment of the harness chest strap controls the distance between carabiners and
affects the handling and stability of the glider. Excessive tightening of the
chest strap increases
stability but also the risk of riser twists following glider collapses. It also increases the likelihood
of getting collapses due to poor feedback from the glider. The risk of twisting is also strongly
influenced by the seating position of the pilot. Flying in a laid back
(reclined) position makes it
much more difficult to react in time to prevent riser twisting. With the chest strap in a more closed
position the glider also has more tendency to maintain a stable spiral. With the chest strap in a
more open position, feedback from the glider is increased
but stability is decreased.
GIN gliders are developed with GIN harnesses, which have an attachment point of
approximately 40-48 cm (depending on size and model). EN/LTF certification test flights are
carried out with the horizontal distance between the harness attachment points (measured
between connector centrelines) set depending on
the total weight in flight as follows:
We recommend adjusting the distance of the chest strap according to the table and, if necessary,
to adapt easily. In general, the carabiner distance should not be set too narrow!
For flight comfort and safety it is very important that
you fly with a suitable, properly adjusted
harness. In practice, it turns out that few pilots have a harness that suits their flying style and
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Width40 ± 2 cm44 ± 2 cm48 ± 2 cm
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paraglider. If you have any questions or doubts regarding the use of your harness with the
Pegasus 3, please contact a GIN dealer or Gin Gliders directly.
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It is a mandatory requirement to carry an approved reserve for use in emergency situations
where the paraglider fails and recovery is not possible, for example after colliding with another
aerial sports craft.
In choosing a reserve, you should be careful that you remain within
the specified take-off
weight. The reserve is fitted according to the manufacturer’s instructions.
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Be sure to fly your glider within the certified weight range given in the Technical Specification
section. The weight refers to take-off weight: pilot, incl. clothing, engine, glider, harness and
equipment.
The reactions are quite different at the upper- or lower weight range. If you fly at a high wing-
loading, the glider shows dynamic flight behaviour with fast reactions. This may be an advantage
in strong wind conditions, but considerable pilot skill is required.
The dynamics are reduced
somewhat in the middle and lower part of the weight range.
Pegasus 3 load chart
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The EN 926-2:2013 describes the weight measurement with: “All weights are subject to an
acceptable tolerance of ± 2kg”. Therefore a slight overload of the wing would be within EN
tolerances. However, flying over the maximum weight further increases the dynamic flight
behaviour. In small bubbles, the
wing has more horizontal momentum and less tendency towards
lifting. A test flight is always recommended if in doubt.
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Carry out your first flights only during stable weather, and in a familiar area or on a training slope.
You should steer gently and carefully to begin with so that you can become accustomed to the
reactions of the glider without stress.
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Flying the Pegasus 3a
The flight practice for motorized operation and free flying is identical in many respects.
Therefore, they are considered together in this manual. Differences and special features are
indicated either directly or in the description of the respective operating mode.
Gin Gliders cannot ensure that the flight behavior described in this chapter is accurate to all
engines used with the Pegasus 3. The compatibility of a new combination must therefore be
confirmed by a test flight by an accredited K-pilot. Compatibility flights can be requested by the
manufacturer of the engine or in the form of a single
sample test by the pilot himself at a testing
house.
Preparation for launcha
Follow a consistent routine every time you fly. This is very important for safety. We recommend
the following procedure:
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Check the following condition of your paraglider and other flying equipment before every flight:
●Is the glider fabric free from tears or other damage?
●Are the
lines free from knots, tangles or other damage?
●Are the brake lines freely and firmly connected to the handle?
●Is the brake line length correctly adjusted?
●Are the maillons connecting the lines and risers closed and secured?
●Is the glider dry?
●Are the risers and carabiners in good
condition?
●Is your harness in good condition?
●Is your rescue handle secure and rescue pin in?
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A careful pre-flight check is required for any type of aircraft. Make sure that you exercise the
same level of care each time carry out the check.
●Once you
have arrived at the take-off, you should first take a look at the conditions:
observe wind speed and wind direction, airspace, turbulence and thermal cycles.
●Check your
engine, paraglider, harness, rescue handle and pin, helmet and other
equipment.
●Carry out the preflight control check of the engine.
●Choose a wide starting place, as uniform as possible and free from obstacles.
●Put on your harness and be sure to close the leg straps! Then put on your helmet.
●Place the paraglider in a curved shape and sort the lines.
●Connect the riser to the harness carabiners. Make
sure that the carabiners are closed
and that nothing is twisted.
●Connect the speed system of the riser and harness with the Brummel hooks.
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●Check one last time that there are no knots in the lines, nothing is twisted and that the
lines are not caught in vegetation or rocks. You must be particularly attentive in lighter
winds.
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The start check is carried out immediately before launch to check the most important safety
points once again. It should always be carried out in the same sequence so that nothing is
overlooked. The points are:
1. Is your personal equipment in order (engine, harness, carabiners, reserve, helmet) and
are
all straps done up?
2. Is the canopy arranged in a half-moon shape and are all the air intakes open?
3. Are all the lines untangled and are any lines under the canopy?
4. Are the trimmer positions correct and symmerical?
5. Does the weather, in particular wind direction and strength, allow a safe
flight?
6. Is the propeller free?
7. Does the engine deliver full power?
8. Are the airspace and launch area clear?
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Before flying, 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?
●Do you have the necessary insurance cover?
●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 carrying some form of identification, in case of an accident? Take along a radio
and mobile phone if possible.
●Do you fully understand how to safely fly your new wing? If not, have your instructor or
dealer explain
anything you are not sure about.
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Launchinga
The key to a successful launch technique is to practice ground handling on flat ground whenever
you can. The Pegasus 3 has good launch characteristics for its class, and no special launch
techniques are required.
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We recommend a forward launch in nil to light winds. Pull up
the glider with the lines stretched. It
is not necessary to use any momentum to launch the Pegasus 3 and/or to start running with slack
lines.a
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 Pegasus 3 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 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.
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Conditions at launching should always be
carefully observed, as in paramotor flight it is essential
that the take-off and the first climb-out take place with headwind. Pay particular attention to
trees, high voltage lines or other obstacles, including the ongoing occurrence of other aircraft.
Simply inflate the Pegasus 3 by taking the A1 and A2 main lines, keeping your arms bent and
your hands at shoulder level. Allow your arms to rise in an arc and wait for the Pegasus 3 to
inflate until it is above your head - don't push the risers.
Avoid lateral rotations with the upper body during
the inflation, as otherwise the lines may fall
into the propeller. If the glider does not rise in the middle, you should use the risers instead of
the brakes to compensate. This prevents the wing falling down on one side.
During the take-off run, it is important to stay
under the glider and follow the take-off direction.
If both risers have a steady tension and the glider is above the pilot, the control view is carried
out. Check that the canopy is completely inflated and that no lines are twisted or tangled. Do not
stop and do not
turn the upper body. If the wing breaks out sideways or falls back to the rear,
stop the engine and abort the take-off.
After the control view, the full motor thrust is used. A slight back position supports the take-off
as the full engine power is used. Release the risers
and accelerate until the
Pegasus 3 is lifted.
When you launch forwards, keep the following points in mind:
●If the cage of the engine is not stable enough, the risers can deform the cage and push
the propeller while it is being pulled. Pay attention to it before you fly with maximum
power
●Apply the brake evenly and moderately during the take-off
●Before you go full throttle, make sure the cage doesn't catch any lines. Any operation
with the brakes (to brake or turn) must be flexible.
●The profile itself is stable which means that the wing
continues to fly forward after
reaching its peak
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●Do not start before the wing is over your head. Opening the throttle too soon can cause
dangerous pendulum movements
●Just sit in your harness when you are about 30 meters in the air
●Low suspension for back motors usually allows easier start-up
●The faster the trim setting, the more speed you'll need to take off.
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The Pegasus 3 is suitable for reverse launching from light to strong wind speeds. Take the
brakes and turn around to face the wing. Pass one set of risers over your head as you turn. We
suggest that you partially
inflate your canopy, which allows you to untangle the lines. 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.
This method of launch makes it easier for the pilot to control the rising of the canopy and is
therefore recommended in strong winds.
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You can hook in the glider as for a forward launch, and then turn
around when the motor is
switched off. Run the lines over the cage and then make sure that all the lines are free.
As with the forward start, the correct combination of braking and engine power is important to
achieve the best speed and the best climb. The right technique
of hooking the riser in, pulling up
the glider and turning is very important for reverse launching. This must be controlled by the pilot
before executing it with the engine running.
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●If the glider comes up slightly off-centre, make small corrections by moving towards
the
lower side.
●In stronger winds, be prepared to take a couple of steps towards the canopy as it inflates
and rises.
●Launch the wing by pulling upwards in an arc, not towards you.
●Practice ground-handling regularly to improve your take-off skills!
●The pilot must work actively to
keep the glider on the ground in higher winds (wind
speeds from approximately 6 m/s), otherwise the glider may rise above the pilot
unintentionally.
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If you have taken off with a knot in the lines, you should wait until you have enough height and
distance from other pilots before you attempt to loosen the knot. Control with weight shift and
gently brake the opposite side before attempting to open the knotted side by pulling on the
brake line. Make sure you don’t fly too slowly and stall or spin the paraglider. If the knot does not
open, land safely as soon as possible.
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The initial climb-outa
After a successful launch, continue into wind using the brakes to regulate the rate of climb. Do
not try to climb too steeply. A powered paraglider behaves more like an airplane than a
paraglider. If there are no obstacles, it is much safer (and more impressive for the spectators as
well)
to fly level for a while after take-off and pick up speed before converting speed to height
with a brief application of the brakes.
An additional reason not to climb too fast is related to the risk of low-level engine failure.
Although the Pegasus 3 does not hang back
during a steep climb as much as some other wings,
a stall is still more likely at low speed and high pitch angles. In addition, you should always be in
a good position to land in case of engine trouble. Don’t take unnecessary risks and fly with a
wide margin
of error.
Depending on the characteristics of your engine, once in the air you may be faced with a
torque effect. This may cause the wing to turn, so be prepared to counteract this effect with
suitable braking, put a harness support on the opposite of the turn, it will
help you counter the
torque effect without having too much drag. If such a situation occurs during the climb-out with
"slow" trims and maximum power, be pay attention to the risk of stalling. Safe operations and
management of your engine depend on your knowledge and equipment.
Engine-induced oscillationsa
Certain configurations of weight, propeller diameter, engine power and hang point positions on
your engine frame may cause serious oscillations. The pilot is lifted to one side by the torque
effect, swings down due to his weight and is then lifted again and so on. To counter this effect:
●change the throttle setting
●counteract the pendulum movement with a slight brake input
●weight shift to the side opposite the engine torque
●adjust the trimmers to dampen the oscillation
These oscillations typically occur at full power. The greater the engine power and propeller
diameter, the greater will be the
oscillations. In addition, late or inappropriate pilot reactions may
worsen the problem instead of solving it. Most inexperienced pilots tend to overreact, leading to
“pilot-induced” oscillations. In the majority of cases the best way to handle this is to release the
throttle and release the brakes.
In-flight characteristicsa
}
Once you have reached a satisfactory altitude after take-off, you can turn in your chosen
direction, open the trimmers if they were previously in the "slow" configuration and go
“hands-up” on the brakes. If conditions are strong, you will need to fly actively.
For each paramotor, you
must make an adjustment of the length of your brakes to prevent
them interfering with the propellers when you do release in flight.
If you have a vario or altimeter, keep an eye on it. In level flight, it is very easy to climb
unintentionally. The instruments exist to
help you maximize your speed and fuel economy.
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Naturally, the safety and success of each flight will depend on your piloting set-up, and thanks to
its ability to fly safely without constant piloting adjustments, the Pegasus 3 will leave you all the
comfort to adjust everything properly.
}
“Trim speed” (brakes fully released) is the best
glide speed in still air. The brake lines are used to
adjust the speed according to the flight situation in order to ensure optimum performance and
safety.
Minimum sink speed on the Pegasus 3 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.
}
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}
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}
}
Once you have become accustomed to
flying the Pegasus 3, you can practice using the trimmer
(motorized flying only) and speed system (free flying and motorized flying), which allows
improved glide in headwinds and greater penetration in strong winds. During your first few
flights, familiarize yourself with your glider’s speed range and corresponding brake
positions and
pressures.
It is important to remember to release any wraps on the brakes when flying accelerated
(trimmer and speed system). The brake length on the Pegasus 3 has been finely tuned to avoid
any deflection on the trailing edge through the brake during accelerated flight.
Applying brake
while using the speed system degrades performance and increases the chance of collapse.
When flying accelerated the glider reacts much faster to a collapse. Also the glider reacts more
radically when a collapse happens during accelerated flight compared to flying at trim speed.
Apply the speed
system by pushing the speed bar progressively with your feet. Avoid flying
accelerated near the ground, and be careful using the accelerator in turbulence. If you do
encounter a collapse while using the accelerator, immediately step off the bar completely before
taking any other corrective actions.
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}
}
}
The Pegasus 3 performs best in turns when it is flown with
sufficient speed and weight-shifting.
Enter a turn with good airspeed, weight-shift and then apply the brake. Once established in the
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turn, regulate your speed and turn radius with weight-shift and the outer brake. Too much
braking increases the sink rate.
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. The Pegasus 3 has extremely low negative
tendency, so it can also be turned in a tight area by carefully pulling the inside brake line.
If the brakes are applied more, the bank attitude increases and the glider will fly a fast turn
increasing in steepness, which will eventually become a spiral dive
(further information on this is
in the section “Spiral Dive”).
}
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 regain
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 Pegasus 3 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.
The same general principles also apply when gliding on
bar.
}
Summary: "Active flying"
●The pilot sits upright in his harness, his view goes in the direction of the flight.
●He constantly responds to increasing and decreasing brake pressures with the aim of
maintaining a constant pressure on the brake lines.
●The further in front of you
the glider pitches, the larger the brake input required, but for a
shorter duration.
●When brake pressures decrease, brake firmly; when brake pressures increase, ease off
the brakes.
}
}
Rapid descent techniquesa
Many flying situations call for a very rapid descent to avoid a dangerous situation, e.g. the up
current from a cumulus cloud, an approaching cold front or a storm front.
Rapid descent methods should all be practised in calm conditions and at sufficient altitude so
that a pilot is
then able to employ them effectively if extreme conditions arise. Rapid descent
techniques are divided into three different manoeuvres which increase the sink rate in a safe and
controllable manner.
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Table of contents
Other Gin Windsurfing Equipment manuals
