ICARO paragliders Gravis User manual

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Manual

Page 2
Verification of Checks and repairs
GRAVIS
Serial number: ……………………….……………
First check by ICARO / date: ….…………………
………………………….
Name/ Stamp
Check (C)
Repair (R) Which repair/ Check? Check valid until? Performed by/ date
Porosity value
Strength value of the lines Estimated condition
optical:
technical:
Check (C)
Repair (R) Which repair/ Check? Check valid until? Performed by/ date
Porosity value
Strength value of the lines Estimated condition
optical:
technical:
Check (C)
Repair (R) Which repair/ Check? Check valid until? Performed by/ date
Porosity value
Strength value of the lines Estimated condition
optical:
technical:
This manual is copyrighted.
Partial reproduction is allowed only after prior approval by
ICARO, all other rights are reserved.

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TABLE OF CONTENTS
VERIFICATION OF CHECKS AND REPAIRS........................................................2
TO GET TO KNOW YOUR GRAVIS.......................................................................6
FLYING WITH THE GRAVIS ..................................................................................8
HARNESS..................................................................................................................8
FLIGHT PREPARATION ................................................................................................9
LAUNCH....................................................................................................................9
ACTIVE FLYING ........................................................................................................10
FLYING WITH ACCELLERATOR ....................................................................................10
TURNING.................................................................................................................10
LANDING.................................................................................................................11
DESCENT TECHNIQUES ....................................................................................11
BIG &SMALL EARS..................................................................................................11
B-LINE-STALL .........................................................................................................12
SPIRAL DIVE............................................................................................................12
WINGOVER..............................................................................................................12
WHAT HAPPENS WHEN IT HAPPENS?.............................................................13
KNOTS AND TANGLES...............................................................................................13
DEEP /PARACHUTE STALL .......................................................................................13
ASYMMETRIC COLLAPSE ..........................................................................................13
SYMMETRIC COLLAPSE ............................................................................................13
EMERGENCY STEERING............................................................................................14
NEGATIVE SPIN .......................................................................................................14
FRONT STALL .........................................................................................................13
FULL STALL.............................................................................................................13
CARE INSTRUCTIONS, REPAIRS, INSPECTION...............................................14
CARE INSTRUCTIONS ...............................................................................................15
REPAIRS.................................................................................................................15
TERMS OF THE WARRANTY..............................................................................17
ANNEX..................................................................................................................17
USERS NEEDS FOR INSPECTIONS ..............................................................................18
INSPECTION INSTRUCTIONS ......................................................................................18
LINELEPLAN ALL OVER ..............................................................................................20
DESCRIPTION OF THE RISERS AND THE CANOPY....FEHLER!TEXTMARKE NICHT DEFINIERT.
ICARO paragliders
Hochriesstraße 1, D-83126 Flintsbach
Telefon: [phone]
Telefax: [phone]
Email: [e-mail]

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Congratulations on buying your
GRAVIS
and welcome to the family
of ICARO - pilots!
Before you get to know your glider please read the
manual, there is important information inside.
In accordance with standard EN 926-2:2013, Paragliding equipment – Paragliders
– Part 2: “Requirements and test methods for classifying flight safety
characteristics” your GRAVIS is pattern tested in B.
Verifier EAPR GMBH / MARKTSTR. 11, DE-87730 BAD GRÖNENBACH
Standards
EN 926-1:2015,EN 926-2:2013, NFL II 91/09,NFL II 60/14
Certificationnumber EAPR-GS- XS: 568/17 S: 567/17 M: 566/17 L: 544/17 XL: 565/17
According this standard the glider is a
“paraglider with good passive safety and forgiving flight characteristics. It is
relatively resistant to abnormal flight conditions. Recommended for performance-
oriented cross country pilots with several years of regular flying behind them and
no less than 50 hours/year in combination with adequate knowledge of extreme
flying training”.
The flight maneuvers during the certification process should not be
overrated. Certification results provide only little information when you flying
in thermically active and turbulent air because the glider classifications
serve to inform solely with regard to the performance of a paraglider during
extreme flight maneuvers in stable air conditions.
Effects of the glider after disturbances places increased demands on the pilot. He
should have sufficient practical knowledge to the prevention and control of
abnormal occurrences. Is this experience not sufficiently available, we recommend
visiting a safety training. Here, however, the same applies as already mentioned
above.
The glider may be only used for those purposes described in this manual and
between minimum and maximum take off weight. This weight composed of the
weight pilot + passenger + glider + harnesses + equipment. When you are flying
with maximum take off weight the glider has more agility and dynamic.
It is strictly prohibited to fly the GRAVIS
•under the influence of drugs or alcohol,
•without guilty license,
•beyond the minimum and maximum recommended Take Off- Weight,
•the glider is not checked at regular intervals or checked by not
authorized personal
•with damaged glider, lines, risers or harness
•in the rain, in snow, in the clouds, fog and in turbulent weather
conditions,with motor drive and aerobatics.

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•Missing mental fitness of the pilot and/ or passenger is also a risk factor.
The use of this paraglider is entirely at your own risk.
Each paraglider can be dangerous when you are misjudging meteorological
conditions. Every pilot bears the responsibility of his/her own safety. If you cannot
keep your glider under control use the rescue system in good time. Always pay
attention to ground distance.
It is assumed that the pilot is in possession of the necessary qualifications and
provisions of any relevant laws are observed.
Any changes being made outside the permitted range of adjustment invalidate any
and all claims under the warranty.
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 warranty as the first 2-year-check period
starts.
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. Should you decide to sell this glider at a later date, please pass on this
manual to the new owner.
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).
Each alteration of the glider (lines, canopy, and riser) is dangerous and reactions
of the glider are not predictable. Your glider will lose its pattern test result and
warranty.
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.
Many countries have specific regulations or laws regarding paragliding activity. It’s
your responsibility to know and observe the regulations of the region where you
fly.
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!

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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.
To get to know your GRAVIS
Allowed for training
no
Allowed for towing
yes / yes
Certified / allowed for aerobatics
no / no
Certified / allowed for tandem processing
no/ no
Certified / allowed for flying with motor drive
no / not tested
Technical data
XS
S
M
L
XL
Homologation EN/ LTF B B BB B
Number of cells 40 40 40 40 40
Number of miniribs 38 38 38 38 38
Number of risers 3+1 3+1 3+1 3+1 3+1
Weight of the glider kg 4,1 4,3 4.5 4,7 4,9
Wing Area flat m² 22 24 26 28 30
Wing Area projected m² 20 21,3 22,6 23,9 25,2
Wing Span flat m 11 11,4 11,7 12 12,4
Wing Span projected m 8,7 9 9,2 9,5 9,7
Aspected Ratio 5,2 5,2 5,2 5,2 5,2
Aspected Ratio projected 3,8 3,8 3,8 3,8 3,8
Take Off Weight minimum
kg
55 65 80 90 100
Maximum symmetrical steering way
by min. take off weight
mm > 550 > 550 > 600 > 600 > 600
Take Off Weight maximum
kg
75 90 105 115 130
Maximum symmetrical steering way
by max. take off weight mm > 550 > 600 > 650 > 650 > 650
Maximum way trimmer mm
none
Maximum way of the accellerator
mm
120 120 120 120 120
Recommended storage temperature Cs + 50 to + 300
Recommended storage humidity % r H 55% to 75%
Check interval
24 months or 150 operating hours,
depending on what occurs sooner.

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Canopy
The sharknose-canopy of the GRAVIS with Miniribs on the
trailing edge, sticks in the profile nose is made of synthetic
fabric with different strengths. In this technology, the
apertures of the canopy are on the under further back and
is housed in a concave recess. Thereby a better back
pressure over the entire pitch angle is achieved, because
the higher it is, the more stable the cap is over the entire
speed range.
The advantages that result from this profile for the pilot are: The glider will stall
later and gives the pilot greater control leash area, in high speed flight profile has a
higher dimensional stability than the conventional profiles and the reduced air
resistance also brings a better gliding and climbing performance.
Upper sail Skytex 38, lower sail Skytex 32, V- und tension tapes Skytex 32 hard
and Ribs made with Skytex 40 hard guarantees highest mechanical strength- und
aerodynamic stability. 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.
Lines
The entire line system is formed from individual lines, which are sewn and looped
at both ends. The lines and stitching are subject to rigorous production controls, to
ensure high and consistent manufacturing quality.
The end control of all line lengths is documented for all paragliders produced by
ICARO paragliders. The complete geometry of the lines and the lengths is shown
on the single line plan, which you find in the annex of the manual.
The GRAVIS is delivered from the factory with the best brake position for
most pilots. But tall or short pilots, or those with a harness with non-
standard attachment points might consider it necessary to change the
position of the brake handles.
If the brakes are to be shortened, it is extremely important to avoid the
adjustment affecting the glider's trim speed. There must always be some
slack in the brakes when they are fully released. This can be checked with
the glider inflated above the pilot's head. There should be a noticeable bow
in the brake lines, and the brakes should be having no effect on the shape of
the trailing edge.
If the brake lines are to be lengthened, it is important to ensure that the pilot
can still stall the canopy (i.e. during extreme manoeuvres or landing) without
the need to take wraps.
If you need to change the brake line lengths, do it maximum
5 cm at a time, and check it at an easy training hill. Check especially that
both lines are the same length, as any asymmetry will lead to tiring and
possible dangerous flying characteristics.
Risers
The glider has 3 fold risers with separated A-risers and acceleration system which
will be activated with a foot bar The risers are signified. The handle of the main
brake line is mounted on the C- riser. The acceleration system is mounted on the
A- riser.
Schematic presentation

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A description of the risers you find in the annex.
How to vary the trim of the glider
The glider has an acceleration system which will be activated with a foot bar.
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.
Assembling the accelerator is reliant
upon the harness, e.g. numbers of
return pulleys, rope guide …
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.
Harness
The glider is certified for use with harnesses GH type. Practically all modern
harnesses are GH type harnesses. Older harnesses with fixed cross belts (GX
type) are not certified and should not be used.
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
B
C
A2
A1
B
C

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Flying with the GRAVIS
Flight preparation
•When choosing an area to lay out the glider before launching, try to find
somewhere that is relatively free of stones and sharp rocks. Pay particular
attention to the top surface, where the canopy touches the ground.
•Never step on your glider – stepping on it will weaken the cloth.
•We recommend keeping an eye on other pilots, spectators and smoking people
near of the glider. Many of them do not appreciate the fragility of the lines and
cloth.
•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!
•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 the rescue system (handle’s pins fixed in the loops and the closed cover
of your harness).
•Check your harness and make sure that all connections to pilot are correctly
closed. Check that all karabiners are closed and can not be opened
accidentally in flight and the risers are not twisted.
•Check canopy (all cells are open), wind direction and airspace.
Do not launch if there are any defects!!!
Launch preparations
Before every launch you should carry out the standard 5-point checking
procedure. Do the checks following the same sequence every time.
•Helmet, harness, carbines closed?
•Lines, risers and accelerator/ trimmer ok?
•Leading edge open?
•Wind direction and strength ok?
•Airspace and start area ok?
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 advice 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.

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Hold only the middle A risers and the handles of the brakes. When you pull on the
A-risers, the lines in the middle of the wing should be under tension before the
lines on the wing ends. This ensures an even easier start. Use progressive
pressure on the A risers and the energy of our own bodies weight until the wing is
fully inflated overhead. The canopy is inflated quickly due to the super short lines.
When there is no pull from the lines and the wing is overhead, use slight pressure
on the brake. Look up and make sure that the canopy is fully inflated. 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.
By towing by winch there are no special techniques needed.
Avoid large brake inputs until you are reasonably high if course correction is
necessary close to the ground. Do not try to climb steeply during the first
part of the tow.
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.
Braking 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 braking movement by the pilot can lead to a
spin or a stall. When the wing drops back, the pilot therefore must not brake 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 accellerator
When using 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 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 lines!
Landing
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. 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 brake 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 & Small Ears
The aim of this exercise is to descend in strong thermals. Only take the outer lines
of the A-risers in your hand, without releasing the brakes and pull down leaving it
run through your hands (use gloves!). Sink rate 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.
Never attempt tight turns or spirals with Big Ears, as the A-lines will be over
stressed.

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B-Line-Stall
B-Line-Stall is not so effective, furthermore stresses the material of the
glider, reduces operating life of the canopy and IS NOT RECOMMENDED as
descent assistance by ICARO Paragliders.
If you still want to do a B-line stall 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,
•exit is too slow,
•releasing the B-line-stall aid without simultaneously pushing up with your
hands,
•using brakes during or directly after exiting,
•Brakes must not be shortened by twisting around your hand during the
exercise.
Spiral Dive
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 (2G).
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
GRAVIS 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, pull 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.
The glider does not have a tendency for stable spiral dive.
If under certain conditions, it should go into a stable spiral dive then actively exit
the maneuver by bringing 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.
Wingover
The GRAVIS is an 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.

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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 the A-risers or pull on
them. 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.
If the collapsed part of the canopy is very big, you have to brake the open
side very dosed (not too much!) to avoid a stall.
Symmetric Collapse
Your GRAVIS normally re-inflates promptly in a symmetric collapse without pilot
input. Applying the brakes symmetrically will speed things up.

Page 14
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.
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.
If you do not have control over your glider and you are running out of
altitude, immediately deploy your reserve parachute.
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 brake 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. If
possible grasp the seat of your harness to assist keeping your arms locked. 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.

Page 15
Care instructions, repairs, inspection
Care Instructions
•A new wing supplied from the factory is often compressed hard. The
compression serves to reduce shipping costs but should not be repeated once
the wing has been unpacked and flown for the first time.
•Note that the glider bag should not be used as a seat.
•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 behavior and safety. We recommend a regular safety inspection
of the canopy and all lines.
•If you clean your glider it is best to use warm water and a soft sponge.
•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 loose 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.
•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 and
the canopy.
•Flying all the descent or acrobatic exercises will not normally pose a structural
problem but freestyle training accelerates 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.

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•When folding your glider make sure that there are no insects inside the canopy.
Many insect species contain acids that could damage the cloth. Grasshoppers
gnaw their way out of a folded canopy, making it full of holes in the process.
•When you did not fly for a longer period ICARO commends to check the glider
(e.g. mildew stains, splice of the lines, corrosion of the shackles and carbines).
If you are not convinced of the gliders airworthiness please send your glider to
an authorized ICARO dealer to check your glider. The same is commended for
harnesses.
Repairs
Only use original ICARO parts for repairing your glider. If you don’t you lose
the warranty 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.
Damage to the lines or any other repairs should only be carried out at an
authorized ICARO center.
If your glider needs to be repaired, please contact your local ICARO paragliders
dealer.
Inspection
It is important to have your glider 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 loose its pattern test
result and warranty.
ICARO recommends having wings that are often used for training of descent
exercises, acrobatics or flying in salty ore sandy conditions subjected to checkups
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 the factor 1, 5.
Not only gliders have a recurrent inspection interval. Airworthiness of harnesses
and rescue systems must also be verified. Generally it is recommended to change
aluminum snap hooks after 24 months or 200 operating hours.
According to German and Austrian aeronautical legislation the owner of a glider
can check the airworthiness by his own or order a third person (for example
manufacturer/importer) to do this.
To perform your own airworthiness check, ICARO paragliders must give you a
briefing. Should you decide to check the wing by yourself you must make sure that
our guidelines are adhered to. Failing to do so will void the certification.
ICARO paragliders highly recommend that you let the manufacturer or authorized
supplier/ person do the check of airworthiness.
All inspections and repairs must be documented (manual page 2).

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Terms of the warranty
ICARO warranty covers the cost of materials and workmanship on gliders
accepted by ICARO paragliders to fall under the warranty.
Paragliders: 24 month or 150 operating hours, depending on what is first
Harnesses and rescue systems: 24 month
Warranty is only valid for ICARO products
with LTF/ EN certification.
What is covered by the warranty?
Provided that ICARO paragliders accept the fault the warranty 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 warranty?
Provided that ICARO paragliders accept the fault the warranty 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/ harness/ rescue system was used in normal circumstances and
maintained according to the instructions. This includes in particular the careful
drying, cleaning and storage.
•The glider/ harness/ rescue system 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 or by ICARO paragliders
company / person 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 warranty?
•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 a emergency,
•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

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•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 motor (Oil, fuel, damage in cause of the prop) and
towing by winch.
In case of a concluded claim the period of warranty carries on. The period of
warranty 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
Warranty Card
Please fill in the warranty card which you find on our homepage
www.icaro-paragliders,com and send it.
Users 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). Pleas 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.
Inspection Instructions
Record Information
Spread out your paraglider in a big bright room and make a note of information
such as model, type and serial number.
Porosity Test
Use your porosity meter to perform porosity checks at 4 different places of the
canopy. The results are recorded in the inspection protocol and are to be
evaluated according to the internal guidelines of the workshop.

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Visual Control of the Canopy
Hang up the canopy so that you can do a visual check of your canopy. Check for
perforations in the upper and lower sailcloth, damaged stitching between the cells,
and damage to the leading/trailing edge reinforcements.
Each cell must be checked.
Visual Control of the Risers and Lines
Check the risers, the trimmers, the stitching at each line loop, the brake lines, all
seams and line contact points. Each line must be measured and inspected for
kinks.
Strength test of the lines
One complete A-and B- line must be removed, measured and submitted to a
strength test. The measured value of each individual line must be noted in the
inspection protocol. The minimum of the lines strength are 125% of the normative
guidelines.
Measurement of the lines
Measure every single line while stressing it with defined tractive force (5daN).
Compare with the line plan. The lines must be measured between fixing point on
the line lock and fixing point on the line loop.
The results are recorded in the inspection protocol and are to be evaluated
according to the internal guidelines of the workshop.
Assessment
The measurements of all procedures are noted in the inspection protocol. When all
facts have been recorded, the technician must make a general assessment.
Check the backpack for damage to the zips, seams and straps and repair if
necessary with a sewing machine.
General Remarks
Any other repairs, corrections etc. to the general condition of the paraglider must
be evaluated. A copy of the results of each inspection must be sent on to ICARO
paragliders. The technician must report any unusual faults to ICARO paragliders
within 3 days.
Inspection Reference
Only an authorized technician who has been trained by ICARO paragliders is
authorized to sign and date the glider type label and sign the manual.

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Line plan all over (all sizes)