ICARO paragliders Sitta User manual

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VERSION 2.0/2015

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Verification of Checks and repairs
SITTA
Serial number: ……………………….……………
First check by ICARO / date: ….…………………
………………………….
Name/ Stamp
Check (C)
Repair (R) Which repair/ Check? Check valid until? Performed by/ date
Measured porosity data
Measured data of the lines Estimated condition
optical:
technical:
Check (C)
Repair (R) Which repair/ Check? Check valid until? Performed by/ date
Measured porosity data
Measured data of the lines Estimated condition
optical:
technical:
Check (C)
Repair (R) Which repair/ Check? Check valid until? Performed by/ date
Measured porosity data
Measured data of the lines Estimated condition
optical:
technical:
Version 1/ 2015 ©

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TABLE OF CONTENTS
VERIFICATION OF CHECKS AND REPAIRS........................................................2
FOREWORD...........................................................................................................4
TO GET TO KNOW YOUR SITTA.........................................................................6
FLYING WITH THE SITTA......................................................................................9
HARNESS ...........................................................................................................................9
FLIGHT PREPARATION........................................................................................................10
LAUNCH ...........................................................................................................................10
ACTIVE FLYING..................................................................................................................11
FLYING WITH ACCELERATOR ..............................................................................................11
TURNING ..........................................................................................................................12
LANDING...........................................................................................................................12
DESCENT TECHNIQUES ....................................................................................12
BIG EARS .........................................................................................................................12
B-LINE-STALL...................................................................................................................13
SPIRAL DIVE.....................................................................................................................13
WINGOVER.......................................................................................................................14
WHAT HAPPENS WHEN IT HAPPENS?.............................................................14
KNOTS AND TANGLES ........................................................................................................14
DEEP /PARACHUTE STALL.................................................................................................14
ASYMMETRIC COLLAPSE....................................................................................................14
SYMMETRIC COLLAPSE .....................................................................................................15
EMERGENCY STEERING.....................................................................................................15
NEGATIVE SPIN.................................................................................................................15
FULL STALL ......................................................................................................................15
CARE INSTRUCTIONS, REPAIRS, INSPECTION...............................................16
CARE INSTRUCTIONS.........................................................................................................16
REPAIRS...........................................................................................................................17
TERMS OF THE GUARANTEE............................................................................19
ANNEX..................................................................................................................20
GUARANTEE CARD............................................................................................................20
INSPECTION INSTRUCTIONS ...............................................................................................21
LINEPLAN..........................................................................................................................22
DESCRIPTION OF THE RISERS.............................................................................................22
ICARO paragliders
Hochriesstraße 1, D-83126 Flintsbach
Telefon: [phone]
Telefax: [phone]
Email: [e-mail]

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Congratulations on buying your
SITTA
and welcome to the family of ICARO - pilots!
Before you get to know your glider please read the
manual, there are any important items.
In accordance with standard EN 926-2:2013, Paragliding equipment –
Paragliders – Part 2: “Requirements and test methods for classifying flight
safety characteristics” size 20 and 22 are pattern tested in D1, size 18 is only
load tested.
According this standard SITTA is characterized as a “paraglider with very
demanding flying characteristics and potentially very violent reactions to
turbulence and pilot errors. There is a minimum scope for pilot errors. The glider is
performed for expert pilots.
The return to normal flight requires precise input of the pilot. The glider is for pilots
who have a lot of practice in discharging abnormal flight conditions and flying in
turbulent conditions, who are very active flying and accept the significant
experiences and possible implications of flying such a glider”.
The flight manoeuvres during the certification process should not be
overrated. Certification results provide only little information when you
flying in thermic active and turbulent air because the glider classifications
serve to inform solely with regard to the performance of a paraglider during
extreme flight manoeuvers in stable air conditions.
The small size of the SITTA and thereby the high wing loading make certain
demands for the pilot. The glider is very predictable in its reactions but sometimes
it requires fast and sensitive brake inputs. The wing loading has a certain influence
on the pilot’s requirements: If you fly the wing with less wing load it will be less
demanding than if you fly it on top of the weight range. Therefore the pilot should
already have certain "reflexes" from flying other wings.
The SITTA is not a glider for aerobatics because there are different materials and
characteristics to an aerobatic- glider. The glider is made of very light materials
(upper sail Skytex 32 and Skytex 27 for the lower sail). Therefore we recommend
no winching operations. B-stall and spiral dive should only be flown when it is
required. Frequent usage may occur in equipment damage.
It is strictly prohibited to fly the SITTA
•under the influence of drugs or alcohol,
•in insufficient experience or training of pilots,
•without guilty license,
•beyond the minimum and maximum recommended Take Off- Weight,
•with damaged glider, lines, soft-shackles, risers or harness
1Standard: EN 926-1:2006, 926-2:2014; LTF/NfL II 91/09 und NfL II 2-60-14
Used harness: In accordance with EN 1651:1999 and EN 12491:2001

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•in the rain, in snow, in the clouds, fog and in turbulent weather
conditions,
•with motor drive, tandem- flying and in aerobatics.
The glider may be only used for those purposes described in this manual.
Our products are made with great care and state of the art. Each paraglider before
it is delivered to the dealer or flight school is checked by ICARO paragliders but
test flights are made only on a random basis. On that score an approved ICARO
dealer or teacher of the flight school must inflate a new ICARO paraglider in the
wind or should carry out the first flight before the wing is handed over to you. This
date is entered in the identification plate and as well guarantee as the first
2-year-check period starts. If this seal is missing, it must be assumed that this
glider is not identical in construction with the model tested at the specification
centre.
The use of this paraglider is entirely at your own risk. Every pilot bears the
responsibility of his/her own safety.
In order to get to know your glider, we recommend that you practice with your
glider on the ground. Pulling up in flat gradients is great practice for fine tuning
your launch techniques. Here you can get to learn the reactions of your glider
without any stress and hectic. Ground practice pays off in the air.
All technical data and instructions were drawn up with great care.
ICARO paragliders cannot be made responsible for any possible errors in this
manual.
Important information in this manual is written in fat cursive writing.
Any important changes to this manual will be published in our homepage
(www.icaro-paragliders.de).
Should you decide to sell this glider at a later date, please pass on this manual to
the new owner.
Each alteration of the glider (lines, canopy, soft-shackles and risers) is dangerous
and reactions of the glider are not predictable. Your glider will lose its pattern test
result and guarantee.
The manufacturer or distributor assumes no responsibility for accidents occurring
while using it.
Every pilot must ensure that the paraglider is properly checked at regular intervals.
Environmental aspects:
The materials of which a paraglider is made require a special waste disposal. So
please send disused gliders back to us. We will care about a professional waste
disposal without costing for you. Please do our nature-near sport in a way which
does not stress nature and environment! Please do not walk beside the marked
ways, do not leave your litter, do not make unnecessary loud noises and respect
the sensitive balance in the mountains.
Especially at the launch site consideration is needed!
This manual is copyrighted. Partial reproduction is allowed only after prior approval
by ICARO paragliders all other rights are reserved.

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To get to know your SITTA
Allowed for training
no
Allowed /certified for aerobatics
no/ no
Allowed /certified for flying with passengers
no/ no
Allowed /certified for towing
no / no
Allowed /certified for flying with motor drive
no / no
Technical data
18 20 22
Certification LTF/ EN ----- D D
Number of cells 36 36 36
Number of risers 3+1 3+1 3+1
Weight of the glider kg 3,3 3,5 3,7
Wing Area flat m² 18 20,1 22
Wing Span flat m9,6 10,1 10,6
Aspect Ratio 5,1 5,1 5,1
Wing Area projected m² 15,2 17,0 18,7
Wing Span projected m7,6 8,0 8,4
Aspect Ratio projected 3,8 3,8 3,8
Take Off Weight minimum kg 65 75 80
Maximum symmetrical steering way by
minimum take-off weight mm > 450 > 500 > 550
Take Off Weight maximum kg 90 95 105
Maximum symmetrical steering way by
maximum take-off weight mm > 450 > 500 > 550
Trimmer mm none none none
Maximum way of the accelerator mm 80 80 80
Recommended storage temperature Celsius + 50 to + 300
Recommended storage humidity % rel. H. 55% to 75%
Check interval
24 months or 150 operating hours,
depending on what occurs sooner.
Canopy
The canopy is a light weight construction made of synthetic fabric with different
strengths (Skytex 32, 27) where a reinforced thread-net is woven in, which stops
the fabric from further tearing and is increasing the firmness at the seams and has
sticks for an optimized geometry of the canopy. The coating makes the fabric
water-repellent, UV-stabile and air-impermeable. Between the single groups of
main lines are taut ribbons sewn in, which are regulating the tension of the sail.
The vents on both sides (leech) of the glider makes it possible to clean it very
easy. Open the vents during flight and turns, wingover, spiral dives clean the

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inside of your glider. When it is clean you can close the vent and fix it with the
Velcro.
Lines
SITTA is a hybrid 3- line glider. Depending on the line level, we use different line
diameters. The end control of all line lengths is documented for all paragliders
produced by ICARO paragliders. The length of all lines is set correctly at the
factory and should not be changed. The complete geometry of the lines is shown
on the single line plan, which you find in the annex of the manual.
Each alteration of the lines is dangerous, therefore forbidden and you lose
the pattern test and guarantee.
Risers
The glider has 3 fold risers made of Dyneema with separated A-
risers and an acceleration system. The risers are signified. The
lines are fixed with loops. The main break line comes through a
return pulley; the handle of the main break line is mounted on
the C- riser. The acceleration system is mounted on the A- riser.
A detailed description of the risers and canopy you can find in
the annex.
ALTERATIONS ON LOOPS, LINES OR RISERS ARE
FORBIDDEN BECAUSE YOU CRASH. CHANGE THE LINES
IS ONLY ALLOWED IN ACCORDANCE WITH DESCRIPTION
ON PAGE 17 OF THIS MANUAL. WRONG CHANGING IS
VERY DANGEROUS!!!!!
Trimming the risers
Dyneema is a trademark for synthetic fibres based on polyethylene with ultra-high
molar mass (Ultra High Molecular Weight Polyethylene - = UHMW-PE). The single
fibres have a high strength and a high resistance against deformation in the fibre
direction. In combination with the low density, this results in extremely high
strength on a weight-for-weight basis, making it one of the strongest man-made
fibres. Subjecting Dyneema fibre to long-term static loads leads to a permanent
elongation called creep. To counteract this lines are pre-stretched during
production depending on the load so they stretch only slightly during use.
The risers of SITTA have the same properties. As to the respective suspension
levels on the canopy different loads may occur to the risers depending on the
suspension plane stretches slightly. For this reason, the length of the straps must
be checked from time to time and if necessary re-trimmed.
UP TO A DIFFERENCE OF NO MORE THAN 5 MM IN LENGTH OF THE
INDIVIDUAL STRAPS OF THE RISER ON A-, B- AND C- LEVEL
RE-TRIMMING IS NOT REQUIRED.
IF THERE IS A GREATER DIFFERENCE, YOU CAN ADJUST THE RISERS
FOR YOUR OWN IN ACCORDANCE FOLLOWING DESCRIPTION.

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1. Slide back the neoprene on the loop of the riser. Undo the loop to knot.
2. Untie the knot of the loop and move steps in mm opposed to the lines. Close
the loop to knot and pull it tight.
3. Check the length of the single straps of the riser and f it does not match make
the same repeated in mm.
4. Then check length of the single strap which you trimmed with length of the
strap of the other riser. When it fits close the loop to knot and pull it very tight.
5. Check once more the length of the single straps of the riser (A, A1, B,C).
6. Is the length of all straps of the riser identical make sure that all lines lie along
the riser and before you pull the Neoprene back over the Loop check again the
loopis closed correctly.
IF THE INDIVIDUAL LENGTH OF THE FOUR STRAPS OF THE
RISER IS NOT WITHIN THE TOLERANCE RANGE OF 5 MM,
START AGAIN AT 1 TO 6.
MAKE THE SAME ON THE SECOND RISER.
THE LENGTH OF THE INDIVIDUAL STRAPS MUST BE THE SAME
ON BOTH RISERS.
THEREFORE COMPARE EACH A, A1, B AND C STRAP OF THE
LEFT RISER WITH A, A1, B AND C STRAP OF THE RIGHT RISER.
1
2
3
4
5
6

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B
C
A2
A1
B
C
How to vary the trim of the glider
The glider has an acceleration system which will be activated with a foot bar. There
are no other systems for accelerating or trimming the glider during flight.
Acceleration system
When flying normal all risers have the same length. When using the accelerator
system the risers are shortened by a constructive exactly defined length. Therefore
the angle of attack of the canopy is smaller and speed increases.
The length of the accelerator is
adjusted to the left and right of the
foot pedal so that when your leg is
fully extended, then the
acceleration is at maximum – both
rollers are touching.
Please pay attention that the
glider will not be pre-accelerated,
while the accelerator is loosened,
when the acceleration ropes are
set too short.
When it is too short with a lot of
strain it is possible to accelerate
your glider more than permitted
(the rollers are superimposed).
THIS IS VERY DANGEROUS BECAUSE TE GLIDER
COLLAPSES EXTREM!
BEFORE FLYING CHECK THE MAXIMUM LENGTH OF THE
ACCELERATION SYSTEM!
The more turbulent the weather conditions and when near the ground, the
less acceleration should be used.
Do not use the acceleration system and brakes at the same time! It is very
dangerous to use both simultaneously as it can result in serious collapses.
Assembling the accelerator is reliant upon the harness, e.g. numbers of return
pulleys, rope guide … Look at the manual of the harness for mounting the
acceleration system.
Flying with the SITTA
Harness
The SITTA is certified for use with harnesses GH type and light weight harnesses
(Attention to a corresponding protection1).
Practically all modern harnesses are GH type harnesses. Older harnesses with
fixed cross belts (GX type) are not certified and should not be used. ICARO does
not recommend XC or competition harnesses for flying this glider model.
1For example the reversible lightweight harness ICARO Apus (certified airbag protector
additionally 3cm foamed protector and LEXAN plate) ; Weight of the harness: 1,95 kg

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The adjustment of the harness chest strap controls the distance between
karabiners and affects the handling and stability of the glider.
Excessive tightening the chest strap increases stability but also the risk of twists
following glider collapse, and it also increases the frequency of getting collapses
due to poor feedback from the glider.
The risk of twisting is also strongly affected by the seating position of 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, lengthening of the chest strap gives more feedback from
the glider but decreases stability.
ICARO paragliders recommends following settings:
Take-off weight < 80kg 80 kg -100 kg > 100kg
Horizontal distance of
the main karabiners 38 cm – 42 cm 42 cm – 46 cm 46 cm – 50 cm
Flight preparation
•Whilst unfolding your paraglider check the canopy and cell walls for damage.
Always take into consideration that the paraglider may have become damaged
during transportation.
•Make sure that no sand, stones or snow get inside the canopy as the extra
weight collected in the trailing edge may slow down or even stall the glider.
Sharp edges damage the canopy.
•Check the lines for knots, twisting and damage, the brake lines for knots, kinks
and their symmetric. Loose or incorrect brake knots can cause serious
accidents through loss of the steering of the glider! The correct length of the
main brake line must not be altered.
•Separate the line groups carefully and bring the risers in order. All lines must
run freely from harness to canopy. It is equally important that the lines are
unhindered and cannot get caught up during the launch.
•There should not be any lines underneath the canopy. If the lines wrap around
the canopy, this can result in injury or death!
•Check your harness and make sure that all connections to pilot are correctly
closed. Check that all karabiners are closed and cannot be opened accidentally
in flight and the risers are not twisted. Check canopy (all cells are open), wind
direction and airspace.
Launch
The most important thing during the take-off is, like at all other gliders too, not the
force but the constancy of the pull. At the start we advise to fix the accelerator with
the Velcro which is attached at the front of the sitting board, in order to avoid
tripping while pulling up the glider or when starting up.
Hold the inner A-risers and the handles of the brakes and use progressive
pressure on the A-risers and the energy of your own body weight until the wing is
fully inflated overhead. The canopy is inflated quickly.

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When there is no pull from the lines use slight pressure on the brake. After a few
accelerating steps and at the same time let go of the brakes gently, you will take
off. Then use slight pressure again on the brakes to fly at a speed with minimal
sink rate.
When there is strong wind the reverse launch technique is recommended. Holding
the brakes, turn around to face the wing passing one set of risers over your head
as you turn. We suggest building a "wall" by partially inflating your glider on the
ground, thus sorting out the lines thoroughly.
Check the airspace is clear and gently pull the glider up with inner riser. When the
glider is overhead, check it gently with the brakes, turn and launch. In stronger
winds, be prepared to take a couple of steps towards the glider as it inflates and
rises.
Active flying
Active flying in normal flight means that the wing is always kept at a safe angle of
attack and, if at all possible, vertically above the pilot. The moving air affecting the
wing often changes the angle of attack in an unwanted way.
When flying into an upwind the paraglider often bucks, the wing drops back, the
angle of attack increases, getting closer to a stall. In upwind the canopy pitches
forward, the angle of attack is reduced and there is the risk of a collapse. Both can
occur symmetrically, on both sides or asymmetrically, on one side only.
It is impossible to control the angle of attack by looking to the canopy. Look in the
direction you are flying, changes in the horizon inform the pilot about the canopy’s
movements.
Breaking is also an absolute must! If the canopy pitches forward, the angle of
attack decreases. In the case of strong forward pitching there is a risk of the
canopy collapsing due to its insufficient angle of attack.
The pilot must therefore prevent the canopy from pitching forward by pulling the
controls down on both sides. Inversely, the angle of attack increases if the wing
drops back behind the pilot, e.g. when entering into a thermal. The canopy is
closer to stalling.
In these flight situations a significant breaking movement by the pilot can lead to a
spin or a stall. When the wing drops back, the pilot therefore must not break and/or
if the pilot is already holding the controls low, he must release them accordingly.
Any change in the angle of attack immediately transfers in to a change in the
control pressure of the brakes. The control pressure presents the pilot with
immediate information on the angle of attack and on what the canopy is doing or
about to do.
Flying with accelerator
When you use the accelerator, be careful. The accelerator should be employed, in
order to compensate for high angles of attack and the associated potential risk of a
stall.
Do not step too quickly because your glider will dive down from the strong change
in angle of attack.
Put equal pressure on the speed bar with your feet until the pulley touches the
A-riser and the glider will quickly gain speed and the sink speed remains very
moderate from beginning up to full speed.

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The more turbulent the weather conditions and when near the ground, the
less acceleration should be used. Using the accelerator decreases the angle
of attack and can make the glider more prone to collapse.
Do not use the acceleration system and brakes at the same time! It is very
dangerous to use both simultaneously as it can result in serious collapses.
Turning
A combined steering technique is suitable for every situation.
The glider is very agile and reacts to steering impulses quickly and directly.
Strong, one sided pulling of the brakes brings the glider into an obvious side angle
and the glider flies fast steep curves until spiral dive begins.
If the brake lines are pulled too fast or too far the glider will be stalled!
A one-sided stall is signalized clearly by: The curves inner side of the wing is
getting soft, and nearly stops. In this case you have to release the brake line!
Landing
The SITTA is faster than gliders with normal sizes but also easy to land.
Always stand up in the harness in the landing position very early in order to be
able to react as fast as possible to sudden events.
Give yourself plenty of options and a safe margin of error. Set up your final landing
leg to face into the wind to minimize groundspeed. If you leave the inflated leading
edge bang on the ground, this can cause the cell walls to burst!
Do not break it too much, to avoid a stall of the glider in this very low
altitude! Do not reduce height by “pumping” with the brakes.
Descent Techniques
Training of descent techniques and simulation of flight incidents (SFI)
should only take place at professional safety training seminars with
professional trainer and only while flying over water.
Before inducing any exercise control the airspace beneath.
During the exercises stay in contact with the canopy.
If the glider is out of control, use your reserve parachute.
Big Ears
Only take the outer line of the A-risers in your hand, without releasing the brakes
and pull down leaving it run through your hands (use gloves!). Sink ride increases
but not the forward speed. If you use the acceleration system then higher sink
speeds can be achieved. Reopen the wing by pushing up with your hands and if
necessary then pump the brakes with short symmetric movements.
For directional control while using the big ears, you should use weight shift. As the
controls cannot be used to fly actively with big ears, the pitching movement has to
be compensated for with the help of the accelerator.
Never attempt tight turns or spirals with Big Ears, as the A-lines will be over
stressed.

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B-Line-Stall
The glider is a very agile glider with high trim speed. Therefore spiral dive is the
most effective method to reduce flight level. B-Line-Stall is not so effective,
furthermore stresses the material of the glider and reduces operating life of the
canopy. Therefore it is not recommended. If you want to fly a B- Line- stall
nevertheless following remarks:
To enter and hold a B-line-stall requires considerable strength. It is very
dangerous performing a B-line-stall incorrectly and following errors must be
avoided:
•pulling too far on the B-line-stall aid, so that the A-lines are pulled too, and
using brakes during or directly after exiting,
•exit is too slow,
•releasing the B-line-stall aid without simultaneously pushing up with your hands
•Brakes must not be shortened by twisting around your hand during the
exercise.
Spiral Dive
Thin material will be stressed when you fly spiral dive very often. Therefore ICARO
paragliders recommends flying spiral dive only when it is necessary or training.
In a controlled spiral dive, the pilot applies an active flying technique in the same
way as when circling in thermals. The strong centrifugal forces in a spiral dive,
however, change the control pressure. It increases by a multiple of the force. Even
in moderate spirals, the pilot reaches double acceleration of gravity. Subsequently,
the control pressure also doubles.
To initiate a spiral dive, look in the direction you want to go, roll your body weight
in that direction and at the same time smoothly pull down on the inside brake. The
glider will start to turn, and then drop into a spiral.
In the spiral dive an uncontrolled acceleration of the canopy must be prevented.
As the canopy always accelerates via the outside of the wing, the spiral speed is
controlled via the outside brake by applying the active flying technique. If the
speed increases in an unwanted manner, the pilot pulls the brakes further to slow
down. If the wing becomes too slow, it can be speeded up by releasing the outside
control.
If you pull abruptly and too far on the brakes, the canopy may enter a
negative spin. When entering a spiral dive keep the brake on the outer curve
released.
Spiral dive with the SITTA must be finished actively!
Bring your weight into a neutral position, release the brakes of the inner
curve side and brake gently on the outer curve side until you notice that the
wing starts to level out. Then gently brake on the inside curve for several
turns until normal flights returns.
Rate of descent could be very high also the dynamic and g- load. In reliance
of your physical condition it is possible to have a blackout.

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Wingover
The SITTA is a very agile glider, and it is quite easy to get to an excessively high
angle of bank in just a few turns. Practice wingovers gently at first, as there is a
chance of quite large collapses at high bank angles.
What happens when it happens?
Knots and tangles
The best way to avoid knots and tangles is to inspect the lines before you inflate
the wing for take-off. If you notice a knot before take off, immediately stop running
and do not take-off. If you have taken-off with a knot you will have to correct the
drift by leaning on the opposite side of the knot and gently apply the brake line on
that side too. You can gently try to pull on the brake line to see if the knot becomes
unfastened or try to identify the line with the knot in it. Try to pull the identified line
to see if the knot releases. If the knot is too tight and you cannot remove it,
carefully and safely fly to the nearest landing place.
Be very careful when trying to remove a knot. When there are knots in the
lines or when they are tangled, do not pull too hard on the brake lines, there
is an increased risk of the wing to stalling or negative turn being initiated.
Deep / Parachute Stall
Your glider has been carefully designed to resist entering deep stall. Before exiting
a deep stall please ensure that the brakes are fully released. Actively exit the deep
stall by reaching up and push forward with both palms on both A -risers or pull on
the risers. Avoid flying in very humid air or in rain. A wet canopy may have very
unpredictable flying characteristics, one of which is a radically increased risk of
deep stall.
Never pull the brake-lines during a parachute stall, because the glider would
go into a full stall immediately.
If you find yourself flying in unavoidable rain we strongly recommend that
you avoid any sudden movements or radical brake line input, that you do not
pull Big Ears or B-Line-Stall, and that you steer clear of turbulence and avoid
a deep flare on landing.
Asymmetric Collapse
While flying in turbulent conditions it may occur that a portion of your glider
deflates. However, just like in flying in turbulences, please pull gently on both
brakes. Re-inflation is speeded up by counteracting the turning movement of the
canopy until normal forward flight return. Then pump the brake line on the
collapsed side.
If the canopy is in front of the pilot after an asymmetrical collapse, the pilot must
immediately and decisively brake down the open side to prevent an uncontrolled
rotation. The same rule applies here: If the wing is ahead, braking is a must.
Sometimes, however, the angle of attack on the open, not-collapsed side is
relatively high and the wing is behind the pilot. Then a significant control
movement would definitely cause a stall and its potentially extreme reactions.
In the case of asymmetrical collapses, the behaviour of the canopy must always
determine the pilot’s actions. Strong tendency to turn (wing in front) = decisive

Page 15
steering in the opposite direction. No or only slight tendency to turn (wing behind)
= no or little steering in the opposite direction.
If the collapsed part of the canopy is very big, you have to break the open
side very dosed (not too much!) to avoid a stall.
Symmetric Collapse
Your SITTA normally re-inflates promptly in a symmetric collapse without pilot
input. Applying the brakes symmetrically will speed things up.
Emergency Steering
Should it no longer be possible to steer your glider, for example due to a broken
line, the glider may be steered by gently pulling on either rear riser. We
recommend for emergency control in the air to use the stable line. With a bit of
weight shift and by pulling down the stabile line allows controlling your glider
precisely and easily.
By steering this way airspeed is reduced hardly. Therefore, for landing you
must change to the rear risers to control your glider. Handling will be more
direct so being careful not to pull too hard.
Negative Spin
If the pilot abruptly applies full brake to one side of the glider while the other side is
at zero brake, the faster side may fly around the braked and stalled side resulting
in a spin. Alternatively, if flying very slowly with almost full brakes on both sides, if
one hand releases one brake suddenly, while the other continues with full brake,
the glider may enter a negative spin.
To exit a spin just do “hands up” to release the brakes and the glider will return to
normal flight.
Front stall
After a front stall of the canopy, the wing moves backwards while the pilot with his
higher mass moves further ahead. Wing behind, pilot ahead, significantly high
angle of attack – there is only one thing to do:
Do not break or you run the risk of a dangerous stall.
The pilot must not pull the control lines before the canopy is at least above
him again. If the canopy then shoots forward dynamically, it is absolutely
vital to stop the motion in a consistent and decisive manner via the brakes.
Full Stall
Spin and full stall are both dangerous and somewhat unpredictable
exercises. Do not stall or spin your paraglider on purpose.
To initiate a full stable stall, apply both brakes to maximum arm extension. The
pilot will swing back under the canopy and finally the canopy will stabilize to a full
stall. Once in a stable stall, the exercise can be completed. Release the brakes
just a little and let the glider fill until it regains shape. Then release the brakes fully
and your glider will return to normal flight.
It is imperative that the pilot fully completes this exercise and holds on, as a
premature release while the glider is still falling back may cause the glider to
rapidly dive ahead past the pilot. There is a possibility of the pilot landing in
or entangling in the glider.

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Care instructions, repairs, inspection
Care Instructions
•Even with good care and maintenance, just like any item exposed to the
elements, your glider can wear out after a certain amount of use. This can
change flight behaviour and safety. We recommend a regular safety inspection
of the canopy and all lines.
•Store your glider in a dry and dark place, ideally between 5° and 30° Celsius
and humidity between 55 and 65%. Do not store it near chemicals or petrol.
•If you will not fly for longer period, store the glider releasing all compression
straps and take it out of its backpack so that the fabric is not compressed,
creased or stretched.
•Avoid storing your glider for days at a time in a hot car.
•Unpack your paraglider shortly before launch and pack away immediately after
landing to avoid any unnecessary UV exposure.
•When unfolding the paraglider insure that neither the canopy nor the lines
become too dirty. Dirt particles can damage the material and lines.
•Never use chemical cleaning agents, brushes or hard sponges on the material,
as these destroy the coating and affect the strength of the cloth. The canopy
will become porous and will lose structural strength.
•Never attempt to clean your paraglider in a washing machine. Even without
using detergents the simple mechanical abrasion will quickly finish the canopy
and render it useless.
•If you are flying near the sea most the wing may age faster because the air is
humid and salty. In this case we suggest you have it checked more often than
prescribed in this manual.
•If you clean your glider it is best to use warm water and a soft sponge.
•Also avoid dipping it in a swimming pool; the chlorine will damage the cloth.
•If you must rinse or clean your glider do so with fresh water. Frequent cleaning
will accelerate the ageing process.
•If the glider has become wet, lay it out so that air can get to all areas of the
fabric.
•After landings in trees or on water you should check the length of the lines.
•Always make sure that your intended logo will not in any way influence the
glider behaviour.
If in doubt we suggest avoiding the attachment of advertising logos on the
wing.
ICARO paragliders cannot be held responsible for any mishaps caused by
intentional after sales changes done to the wing.
•Flying all the descent exercise will not normally pose a structural problem but
aerobatic training does accelerate the ageing process dramatically.
•There is no special method packing your glider. ICARO paragliders commends
the “Cell to Cell-method bag because the reinforcements of the leading edge
stay flex-free on top of each other and do not fold.

Page 17
•Do not fold and store your glider prematurely if it not completely dry. The
performance of a wet glider can change significantly.
Inspection
It is important to have your SITTA inspected by a trained ICARO technician but it
is also allowed to check your glider for yourself.
In the annex you find the regulations for checks of certified gliders and items in
order to perform a paraglider inspection you need.
Inspection interval
24 months or 150 operating hours, depending on what occurs sooner.
Without regular certified inspections, your glider will lose its pattern test
result and guarantee.
ICARO recommends having wings that are often used for training of descent
exercises, acrobatics or flying in salty ore sandy conditions subjected to check-ups
all 100 operating hours or 12 month.
It is also important, that ground handling also will be considered. All gliders,
especially gliders manufactured with light and thin material are mechanically more
stressed than other gliders.
Therefore ICARO recommends multiplying ground handling time with factor 1, 5.
Not only gliders have a recurrent inspection interval. Airworthiness of harnesses,
snap hooks and rescue systems must also be verified.
Generally it is recommended to change aluminium snap hooks after 24 months or
150 hours.
All inspections and repairs must be documented (manual page 2).
Repairs
Only use original ICARO parts for repairing your glider. If you don’t you lose
the guarantees for your glider. Small holes in the canopy (max. 20x20 mm) can
be repaired by the pilot by using self-adhesive sailcloth on both sides of the
perforation.
IF THE GLIDER NEEDS TO BE REPAIRED AND YOU ARE NOT
SURE HOW TO PERFORM WE COMMEND CONTACT YOUR
LOCAL ICARO PARAGLIDERS DEALER.

Page 18
CHANGING THE LINES IS
ALLOWED ONLY IN
ACCORDANCE WITH
DESCRIPTION (PICTURES).
WRONG CHANGING IS VERY
DANGEROUS!!
BEFORE YOU PULL THE
NEOPRENE BACK OVER
THE LOOP CHECK AGAIN
THE LOOP IS CLOSED
CORRECTLY.
PAY ATTENTION:
SHOULD THE LOOP BE
FIXED WRONG, SAFETY
IS NO LONGER GIVEN!
THE LINE MUST BE
ATTACHED TO THE
MIDDLE OF THE LOOP!

Page 19
Terms of the guarantee
ICARO paragliders guarantees the proper processing, an operation within the
allowable limits of proper operation and the fulfilment of the eligibility criteria of
glider/harness/rescue equipment at the time of first delivery by ICARO paragliders.
Paragliders: 24 month or 150 operating hours, depending on what is first
Harnesses: 24 month
Rescue systems: 24 month
Guarantee is valid only for ICARO
products with LTF/ EN certification1.
What is covered by the guarantee?
Provided that ICARO paragliders accept the fault the guarantee contains all
necessary spare parts related to the replacement or repair of defective parts and
working time.
ICARO paragliders accept no freight costs (outbound and return transportation).
What are the conditions of the guarantee?
Provided that ICARO paragliders accept the fault the guarantee contains all
necessary spare parts related to the replacement or repair of defective parts and
working time.
•ICARO paragliders needs to be informed immediately after the discovery of a
defect and the defective product must be sent to us for testing.
•The glider / the harness was used in normal circumstances and maintained
according to the instructions. This includes in particular the careful drying,
cleaning and storage.
•The glider / the harness were used only within the applicable guidelines and all
rules have been complied with all times.
•All flights must be accounted for within the flight book.
•There were only original spare parts used and checks, exchange and / or
repairs were conducted by an authorized dealer/ company / person or by
ICARO paragliders and properly documented.
•The online form on www.icaro-paragliders.com must be sent at least 6 weeks
after buying to ICARO paragliders.
What is excluded from guarantee?
•Gliders and Harnesses that are used for training purposes, Acro or other
official competitions,
•Gliders / Harnesses who were involved in an accident,
•Rescue equipment, which has been thrown for an emergency,
1- EN 926-1 und EN 926-2 for gliders, EN 1651 for rescue systems , EN 12491 for harnesses,
- LTF/ NfL II 91/09 und NfL 2-60-14 all at the time guilty version

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•Gliders / harnesses and rescue equipment, which have been changed by
yourself,
•Gliders / harnesses and rescue equipment that were not purchased from an
authorized dealer / flight school,
•Gliders / harnesses and rescue equipment where the required inspection
intervals were not met and the verification of the glider was not conducted by a
ICARO paragliders authorized operation / person
•Damage which has occurred due to improper treatment (i.e. storage in
humidity, heat or direct sunlight)
•Parts that need to be replaced due to normal wear and tear,
•Discoloration of the cloth material used,
•Damage caused by solvents, salt water, insects, sun, sand, humidity or
“debag-jumps”.
•Damage caused by force majeure.
•Damage caused by the Para motor (Oil, fuel, damage in cause of the prop)
In case of a concluded claim the period of guarantee carries on. The period
of guarantee and the connected claim are not prolongated and are only valid
until the original date of expiry.The freight costs (transport to and from) are
not paid by ICARO paragliders.
Annex
Guarantee Card
Please fill in the guarantee card which you find on our homepage www.icaro-
paragliders,com and send it to us.
User’s needs for Inspections
You will need the following items in order to perform a paraglider inspection:
oStandardized inspection report
oPorosity meter
oSpring scale
oEquipment for measuring line lengths
oEquipment for line strength testing
oSewing machine
oBig, clean and bright room
Technical specifications about your glider (type, serial number, size and year of
production). Please call ICARO paragliders for information.
A three week course at ICARO paragliders, specified to a glider type together
with a legal flight license is the necessary prerequisites for permission to
inspect ICARO paragliders.