Gradient BRIGHT III User manual

BRIGHT III
USER MANUAL
Please read this manual carefully and keep its instruction
in mind when using your BRIGHT III paraglider

CONTENS:
1. INTRODUCTION
2. DESCRIPTION OF PARAGLIDER
2.1. Technical description
2.2. Technical data
2.3. Specifications of materials
3. CERTIFICATION
4. ADJUSTING YOUR GLIDER
4.1. Break line lengths
4.2. Addition of speed system
5. FLIGHT OPERATIONS
5.1. Standard flight regime
5.1.1. Pre-flight inspection
5.1.2. Launch
5.1.3. Flight
5.1.4. Landing
5.2. Fast descent
5.2.1. Big ears
5.2.2. B-line stall
5.2.3. Spiral dive
5.3. Special flight operations
5.3.1. Collapse of one side of the sail
5.3.2. Frontal collapse of the canopy
5.3.3. Deep stall ("Sackflug")
5.3.4. Full stall
5.3.5 Negative spin
6. MAINTENANCE AND STORAGE
7. REPAIRS
8. CONCLUSION

1. INTRODUCTION
Congratulations on buying your new GRADIENT – BRIGHT III ! We believe
that you will be very enthusiastic about its performance and flight characteristics
and we are sure you will be fully satisfied with your new paraglider.
BRIGHT III is classified as a basic-intermediate paraglider (category DHV 1)
and therefore is meant for the widest flying public: from fresh pilot licence holders
to the long-time experts who, for some reason, don't fly often and therefore
require not just high performance but also exceptional safety from their
paragliders.
This manual will help you become familiar with your new paraglider and also
provides information which will allow you to get the best from your glider and
keep it in good condition.
If you have any further questions after reading this booklet, please do not
hesitate to contact our company or any authorised dealer and we will gladly
answer all your questions.
When you have become familiar with your new BRIGHT III we would
welcome any feedback that you might have about your new paraglider.
2. DESCRIPTION OF PARAGLIDER
2.1. Technical description
•BRIGHT III has an elliptical ground plan with a slight positive contortion of the
leading edge. This which means that the "ears" (stabilo) of the parachute
curve gently backwards. This modern design gives quite a few advantages.
•The profile is specially chosen for its aerodynamic stability, as suits a
paraglider in the DHV1/STANDARD category. It's maximum relative thickness
is 17 %;the layout of thickness and camber of the central curve was chosen
to give the maximum resistance to premature air flow separation and against
spontaneous collapse of the leading edge. These qualities are supported by
suitable location and the size of the cell openings.
•Four rows of lines (A, B, C, D) are used for the upper suspension system.
Suspension lines of rows C and D combine into main lines so a system of
three carrying risers can be used. This method helps to reduce drag and gives
maximum simplicity which pilots will appreciate especially during the pre-flight
checks and on launch.
•BRIGHT III has a sophisticate concept of suspension system with
progressively differing diameters of lines.
•BRIGHT III is certified to be flown with a foot operated speed system. The
standard speed system supplied has two pulleys with a working range of 12
cm. BRIGHT III is equipped by split A-risers for easier big-ears.

2.2 Technical data
BRIGHT III 24 26 28 30
Area ........................ 23.94 m
2
26.98 m
2
29.89 m
2
32.64 m
2
Span ....................... 10.70 m 11.35 m 11.95 m 12.49 m
Aspect ratio ............ 4.8 4.8 4.8 4.8
Proj. surface area .... 20.86 m
2
23.50 m
2
26.04 m
2
28.44 m
2
Proj. wingspan ........ 9.03 m 9.59 m 10.09 m 10.54 m
Proj. Aspect ratio .... 3.9 3.9 3.9 3.9
Max. chord ……...... 2.77 m 2.94 m 3.09 m 3.23 m
Min. chord ………..... 0.65 m 0.66 m 0.69 m 0.72 m
No. of cells .............. 40 40 40 40
Lines diameter ........ Dyneema 1.1/1.3/1.4 mm, Aramid 1.3/1.5/1.8/2.0 mm
Max. line length (B) ... 6.49 m 6.89 m 7.25 m 7.57 m
Weight ..................... 4.8 kg 5.3 kg 5.8 kg 6.1 kg
Min. take-off weight ... 60 kg 75 kg 90 kg 100 kg
Max. take-off weight... 80 kg 95 kg 110 kg 130 kg
DHV category ……… 1 1 1 1
Flying weight is the weight of the pilot including equipment and paraglider (approx. 18-20kg)
2.3. Specifications of materials
Canopy
Upper Sail .….………... Porcher Marine 9092 SKYTEX, Water repellent, 45 g/m
2
Bottom Sail……………. Porcher Marine 9017 SKYTEX, 40 g/m
2
Ribs ........................... Porcher Marine 9092 SKYTEX, Hard Finish, 45 g/m
2
Reinforcements .......... Dacron 160 g/m
2
, Scrimm 180 g/m
2
Suspension system
Lines .......................... Cousin Dyneema 979/1.1 ∅1.1 - strength 98 daN
Edelrid Dyneema 7850-100 ∅1.1 - strength 100 daN
Edelrid Dyneema 7850-130 ∅1.3 - strength 130 daN
Edelrid Dyneema 7850-160 ∅1.4 - strength 160 daN
Edelrid Aramid 7343-140 ∅1.3 - strength 140 daN
Edelrid Aramid 7343-190 ∅1.5 - strength 190 daN
Edelrid Aramid 7343-240 ∅1.8 - strength 240 daN
Edelrid Aramid 7343-280 ∅2.0 - strength 280 daN
Risers ........................... PAD 1,6/25 mm
Pulleys .......................... AustriAlpin Parafly; Riley
Carabiners .................... Maillon Rapide ∅4 mm

3. CERTIFICATION
All sizes of BRIGHT III have a German certification (Gütesiegel) DHV 1, made in
accordance with a new DHV 1 Standard.
BRIGHT III 24 under the number DHV GS-01-1543-06
BRIGHT III 26 under the number DHV GS-01-1484-06
BRIGHT III 28 under the number DHV GS-01-1485-06
BRIGHT III 30 under the number DHV GS-01-1486-06
All information of certificate DHV are written on a label in the front part of the
middle rib.
The Gütesiegel is valid for all harnesses of ABS type. This type of
harnesses enables a certain degree of adjustment to be made to the length of
the waist strap. 42 cm is the recommended distance between the carabiners.
The following point applies to the BRIGHT III in common with all other
paragliders. When loosened cross-bracing is used the pilot's weight shift control
is greater. The glider is also more sensitive to the movements in the surrounding
air. When the cross-bracing are tighter, the pilot feels subjectively more stable
but turning by weight-shifting is practically ineffectual.
NOTICE: Paraglider BRIGHT III is constructed for hill or tow
launches. Use of subsidiary motor has not been tested for by the
manufacturer or by the DHV!
THIS GLIDER IS NOT MEANT FOR JUMPING FROM
A PLANE, BALLOON OR FOR JUMPS WITH
A BELATED OPENING OF THE CANOPY!
4. ADJUSTING YOUR GLIDER
Every BRIGHT III, before it is given to a customer, goes through a final
check-up and test-flight to verify that its characteristics and measurements
correspond to the manufacturer's specifications. You may only make
adjustments to the break line lengths or to the speed system of your BRIGHT III
and only then in keeping with the recommendations of this manual.
Other adjustments or changes to your BRIGHT III lead to a loss of
guarantee, airworthiness and validity of the Gütesiegel DHV – an amateur
modification may endanger yourself and other pilots. If you do have any
suggestions on improvements let us know and our test-pilots will try out your
ideas without risk to yourself.

4.1. Brake line adjustment
When you receive your new BRIGHT III the brake line-length is adjusted to
be the same as that used during the DHV tests. This length should suit most
pilots and is indicated on the main control line. It is of course possible to adjust
the break line length to suit each pilot's physical build, height of harness hang
points, or style of flying. We recommend that you act wisely when adjusting
break line length.
Break lines that are too short may:
1) lead to fatigue from flying with your hands in an unnatural position.
2) impede recovery from certain unstable manoeuvres and
3) will certainly reduce your glider's speed range.
Brakes that are too long will:
a) hamper pilot control during launch,
b) reduce control in extreme flying situations, and
c) make it difficult to execute a good flare when landing.
Each break line should be tied securely to its control handle. Only use knots
which will guarantee this such as a dragon's knot, etc.
4.2. Addition of speed system
BRIGHT III is equipped with a foot operated speed system as standard.
Pressure on the foot stirrup shortens the A and B risers and by this, reduces the
angle of attack of the canopy. Thanks to the relative lengths of lines C and D,
near the trailing edge, the profile is inclined in a way that preserves the
aerodynamic characteristics of the wing. The working range of the speed system
pulleys is 12 cm. Make sure you can utilise the whole of this range when you
attach your speed stirrup. For some pilots this will require the use of a two step
speed stirrup.
5. FLIGHT OPERATIONS
This manual is intended as a guide to the characteristic
features of your new BRIGHT III paraglider. Under no
circumstances should it be as a "learn-to-fly" manual for
paragliding or as a substitute for a paragliding pilots
training course.

5.1 Standard flight regime
5.1.1 Pre-flight check
A thorough pre-flight check is essential for safe flying and that's why you
should pay special attention to it. Above all you should check that the canopy,
lines and risers are free from damage and tangles. Also don't forget about your
harness and your reserve parachute.
Before the launch spread the canopy out into a slight arc and check that:
•all cell openings are free
•no lines are looped around or under the canopy
•no lines are tangled or have a knot on them
•any twigs, grass or other objects are not entangled in the lines or the canopy
•risers are not twisted
•control lines run freely through the pulleys
•knots on control handles are secure
•carabiners on risers are tightened
5.1.2 Launch
Launching the BRIGHT III is straight forward, either by front launch or by
reverse launch. A dynamic pull of the front risers (A) will bring the canopy simply
and easily above the pilot's head. The canopy inflates from the centre equally
and fluently. BRIGHT III has no tendencies to outrun the pilot and quickly
stabilises above the pilot. Don't forget about visually checking the canopy and its
lines before the actual launch!
Take off can be made easier by a light pull on the brakes.
5.1.3 Flight
When the brakes are loose, BRIGHT III is trimmed to fly at best glide angle.
The best sink rate is produced with both the control lines drawn down evenly to
about 20%-25% of their range.
Flying in turbulent conditions
When flying through severe turbulence it is recommended that the canopy is
stabilised by simultaneously applying a little brake to both sides. Flying with a
little brake applied will also help to prevent deflations and allow you to get more
feedback from your glider about how the turbulent air influences the behaviour of
your paraglider. Responding correctly to the paraglider's movements by means
of the breaks and weight shift is known as "active flying" . A pilot demonstrating
good active flying skills will significantly reduce both the number and severity of
collapses he or she experiences.

Turning
The BRIGHT III is very comfortable and pleasant in turns. The handling
characteristics are very responsive and accurate and demand no special habits
or non standard procedures.
When developing the BRIGHT III special attention was devoted to the
control forces required to manoeuvre the paraglider. The result is that the break
travel and force has been optimised. In flight the control forces firm but
responsive and precise and allow for a perfect communication with the canopy.
Break pressure is reassuringly progressive. A harness with fairly loose cross-
bracing facilitates turning. In an emergency (i.e. a torn control line) can be
manoeuvred by steering with the rear risers or by weight shift.
Using the speed system
Maximum speed is one of the strong points of GRADIENT paragliders and
the BRIGHT III is no exception. Not only has it got a very high maximum speed,
but unlike some other paragliders the full speed range is useable. In spite of this
exceptional stability at high speed don't forget that any collapse at full speed will
be more sever than the same event experienced at normal trim speed. Always
keep both hands on the controls when flying fast in turbulence and be ready to
release the speed system immediately at the first signs of a collapse. Use the
speed system very carefully or not at all at low altitude.
5.1.4 Landing
Landing with BRIGHT III is very simple and without difficulties. On your first
flights you may be surprised at just how well it glides. Take account of this when
making your landing approach! Against a wind, at about 1m above the ground
you may pull down the brakes all the way. Under zero wind conditions, or if
forced to make an emergency landing down wind you may prefer to take a wrap
of each control line so as to enable a more dynamic flare.
5.2. Rapid descent
Every pilot will sooner or later be in a position when he/she has to quickly
decrease his/her altitude. This situation may come about as the result of a
sudden and unexpected change in the weather, Reaching cloudbase and not
wishing to enter the disoreentating cloud, or simply because you need to finish
your flight quickly. Also if the landing approach takes place through thermals, it is
often very difficult to finish your flight without a rapid descent method being
employed. There are three main methods for achieving a rapid descent and
they are: "Big ears", "B-stall" and "Spiral dive".

5.2.1 Big-ears
This is the easiest technique for a rapid descent. Depending on how much of
the wing tip you deflate between 3 to 6 m/s sink rate can be achieved. While in
big ears your sink rate and forward speed can be further increased by using the
speed system. BRIGHT III can also be steered in big ears by means of weight-
shift. BRIGHT III is equipped by split A-risers for easier big-ears.
- initiation: Take hold of the outer A-lines (special A-riser) on both sides as high
as possible and pull them down fluently and hold them firmly. The effective area
of the paraglider is reduced equally on both sides of the wing. The size of the
deflated area depends on how deeply the lines are pulled down, eventually on
the number of lines pulled (one or two outer lines on both sides). Be sure to pull
both sides equally.
- recovery: Under normal circumstances BRIGHT III opens automatically when
the A-lines are released. The opening may be accelerated by gentle repeated
braking symmetrically on both sides (slightly "pumping" the breaks).
5.2.2 B-line stall
This flight technique is a very effective way of making a rapid descent.
Depending on how much the B-risers are pulled down, the sink rate is between 5
and 10 m/s.
- initiation: Take hold of the B-risers at the top and smoothly pull them down
until the canopy shows a spanwise crease where the the B-lines attach to the
sail. Your sink rate will increase considerably while your forward speed will
decrease to practically zero. Don't be startled when the air flow over the top
surface is detached and the canopy enters a parachutal stall without moving
forward. It will soon stabilise above your head.
- recovery: On releasing the B-risers BRIGHT III automatically returns to
normal flight without staying in deepstall (sackflug) or shooting in front of the
pilot. Let go of the risers smoothly and symmetrically.
Caution: If the B-risers are released unevenly the canopy could enter a turn on
release from the B-stall. If the risers are released slowly and very unevenly it
could start a spin.
5.2.3 Spiral dive
The spiral dive is the most effective way of making a fast descent. Every pilot
should be able to perform a spiral dive and one day you may need to. Always be
aware of your altitude which decreases very rapidly during a spiral dive. The sink
rate reached in a spiral dive can be more than 12 or 15 m/s.

During the spiral dive the pilot and glider will experience strong centrifugal
forces: the overload could be more than 3 g (!) which is a great demand on the
pilot. The glider is strained just as much!
- initiation: Smoothly pull on one brake so that the glider goes from a normal
360-turn into a steep turn and from there into a spiral dive. The transition into a
spiral dive can be made easier by weight shifting to the inner side of the turn.
Keep an eye on the tension of the control line all the time - reduced tension
signalises an overload of the glider and danger of falling into a negative spin.
- recovery: BRIGHT III recovers from a spiral automatically as soon as the
brakes are released. Release them smoothly and always finish a spiral dive
with safe altitude!
Caution: be sure, that your position in the harness is neutral! Recovery from
spiral dive could be delayed by weight shifting to the inner side of the turn!!!
5.3 Special flight regimes
No matter what category of canopy you fly or what level of certification it has,
in turbulence or in strong thermals you may experience all kinds of collapses.
BRIGHT III behaves comfortably in these situations, Indeed not only does
BRIGHT III deal with extreme flight regimes automatically, but also offers an
above average degree of safety. Even so, you must follow all safety rules when
practising special flight operations and always pay attention to your altitude!
Before performing special flight regimes remember:
•practise reserve deployment on the ground, in a simulator, so that reserve
deployment is automatic and efficient.
•Rapid altitude loss and considerable rotational forces may develop during
unstable manoeuvres. Take account of these factors in the context of reserve
deployment!
5.3.1. Collapse of one side of the canopy
- initiation: Take hold of the outer A-lines on one side and pull them down
smoothly. The wing tip will collapse downward forming a characteristic "big ear".
The size of the ear depends on the depth to which the lines are pulled as well as
the number of lines pulled down. You can stop any tendencies to turn by
applying the opposite brake and by weight shifting onto the inflated side of the
canopy.
- recovery: Under normal conditions BRIGHT III will re-inflate spontaneously
when the pulled lines are released. The inflation time and loss of altitude can be
reduced by suitable action of the pilot. To stop any tendencies to turn off course
pull brake on the inflated side (be careful not to overreact and stall the inflated