ICARO PANDION 2 User manual

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MANUAL

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TABLE OF CONTENTS
TO GET TO KNOW YOUR PANDION 2...........................................................................4
FLYING WITH THE PANDION 2.......................................................................................8
HARNESS ...........................................................................................................................8
FLIGHT PREPARATION..........................................................................................................8
LAUNCH PREPARATIONS ......................................................................................................9
LAUNCH .............................................................................................................................9
ACTIVE FLYING..................................................................................................................10
FLYING WITH ACCELERATOR ..............................................................................................10
TURNING ..........................................................................................................................10
LANDING...........................................................................................................................11
DESCENT TECHNIQUES...............................................................................................11
BIG &SMALL EARS ...........................................................................................................11
B-LINE-STALL...................................................................................................................11
SPIRAL DIVE.....................................................................................................................12
WINGOVER.......................................................................................................................13
WHAT HAPPENS WHEN IT HAPPENS?........................................................................13
KNOTS AND TANGLES ........................................................................................................13
DEEP /PARACHUTE STALL.................................................................................................13
ASYMMETRIC COLLAPSE....................................................................................................13
SYMMETRIC COLLAPSE .....................................................................................................14
EMERGENCY STEERING.....................................................................................................14
NEGATIVE SPIN.................................................................................................................14
FULL STALL ......................................................................................................................14
CARE INSTRUCTIONS, REPAIRS, INSPECTION..........................................................15
CARE INSTRUCTIONS.........................................................................................................15
REPAIRS...........................................................................................................................16
TERMS OF THE WARRANTY ........................................................................................17
ANNEX............................................................................................................................18
WARRANTY CARD .............................................................................................................18
USERS NEEDS FOR INSPECTIONS.......................................................................................18
INSPECTION INSTRUCTIONS ...............................................................................................19
LINE NAME ALL SIZES ........................................................................................................20
PARTLIST .........................................................................................................................21
DESCRIPTION OF THE RISER...............................................................................................22
LINE LENGTH AND MATERIAL ..............................................................................................22
DESCRIPTION OF THE CANOPY ...........................................................................................26
COLORS...........................................................................................................................27

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Congratulations on buying your
PANDION 2
and welcome to the family
of ICARO - pilots!
Before you get to know your glider please read the
manual, there is important information inside.
Your PANDION 2 is pattern tested in B.
Therefore, the glider is a “paraglider with good passive safety and forgiving flight
characteristics. It is relatively resistant to abnormal flight conditions. It is suitable
for pilots who have regular flying experience and advanced aeronautical
knowledge and should have at least around 20-30 flight hours per year
The flight maneuvers during the certification process should not be
overrated. Certification results provide only little information when you are
flying in thermically active and turbulent air because the glider
classifications serve to inform solely regarding the performance of a
paraglider during extreme flight maneuvers in stable air conditions.
The use of this paraglider is entirely at your own risk. It may be only used for those
purposes described in this manual.
It is strictly prohibited to fly the PANDION 2
•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, risers, or harness
•in the rain, in snow, in the clouds and fog and in turbulent weather
condition and with passengers.
Our products are made with great care and state of the art. Each glider before it is
delivered to the dealer or flight school is checked by ICARO paragliders (incoming
test). This date is entered in the identification plate and as well guarantee as the
first 2-year-check period starts. The incoming test must also be documented in the
manual. Test flights are made only on a random basis.
Every new ICARO paraglider must be checked again for correct basic settings by
the dealer or the flying school by means of a test flight, pulling up on the practice
slope, etc. before delivery and this date must be entered on the nameplate of the
paraglider. From this point in time, both the period for the first 2-year check and
the term of the guarantee begins. 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

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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 later, please pass on this manual to the
new owner.
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 guarantee.
You can only fly your glider with a valid flying license and in accordance with local
rules and regulations.
The manufacturer or distributor assumes no responsibility for accidents occurring
while using it.
Every pilot must ensure that the glider 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.
We would like to point out that despite careful editing, all information in this manual
is provided without guarantee and that ICARO Paragliders and the author cannot
accept any liability.
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.
ICARO paragliders
Hochriesstraße 1, D-83126 Flintsbach
Telefon: [phone]
Telefax: [phone]
Email: [e-mail]

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To get to know your PANDION 2
Allowed for training
yes
Certified / allowed for aerobatics
no / no
Certified / allowed for flying with passengers
no/ no
Certified / allowed for towing
yes
Certified / allowed for flying with motor drive
no / no
XS
S
M
L
Certification LTF/ EN
B
B
B
B
Certification number
DHV-GS-
01-2839-23
DHV-GS-
01-2838-23
DHV-GS-
01-2827-23
DHV-GS-
01-2840-23
Number of cells
42
42
42
42
Number of miniribs
40
40
40
40
Number of risers
3+1
3+1
3+1
3+1
Weight
kg
4,0
4,3
4,6
4,8
Wing Area flat
m²
22
24
25,5
28
Wing Area projected
m²
18,7
20,5
22,3
24,2
Wingspan flat
m
11
11,5
11,8
12,4
Wingspan projected
m
8,5
8,9
9,3
9,7
Aspect Ratio
5,5
5,5
5,5
5,5
Aspect Ratio projected
3,9
3,9
3,9
3,9
Weight range
kg
55 - 75
70-90
85-105
95 - 120
Max. accelerating
mm
120
120
120
120
Horizontal distance of the main
karabiners (recommended)
kg
< 80
80 - 100
> 100
cm
38 - 42
42 -46
46 - 50
Recommended storage temperature
degree Celsius + 50 bis + 300
Recommended storage humidity
relatively humidity 55% bis 75%
24 months or 150 operating hours, depending on what occurs sooner.
With the PANDION 2 we have succeeded in creating a worthy successor to our PANDION.
The completely redesigned wing flies even easier, has significantly more power and yet
even more passive safety characteristics than its predecessor. Even in rougher conditions
the PANDION 2 gives a lot of smoothness, no matter if with open brake or fully
accelerated. Our new PANDION 2 is a symbiosis between safety, performance, and
dynamics, making it ideal for stress-free flying.
Target group and flight requirements
For ambitious beginner pilots who attach particular importance to the highest possible
passive equipment safety paired with appealing performance in this glider category,
the PANDION 2 is already excellently suited as safe initial paragliding equipment due
to its simple launch behavior. Back-riders from higher classes and less experienced
pilots will also appreciate the performance of the glider.
With the PANDION 2, we have placed special emphasis on the manageability of the
descent aids. No pilot must compromise when it comes to a quick descent. The ears
simply fold back with one pull on the split A-risers, the sink rate increases significantly,
and spirals are particularly easy to enter and exit.

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In normal flight, the flight and control characteristics of the PANDION 2 require
mastery of the flight techniques taught in basic training. For safe thermal flights,
mastery of active flying is essential. In the event of malfunctions, it is advantageous to
have the theoretical knowledge learned in training to avoid and control malfunctions.
Therefore, it is recommended to learn and practice both malfunction avoidance and
rapid descent techniques during safety training.
The PANDION 2 is neither suitable nor certified for aerobatics.
Canopy
The revised canopy concept with modified wing curvature and a leading edge with
slightly modified openings enabled a performance-optimized profile. This makes the
PANDION 2 more powerful and yet even safer than its predecessor. Different sail
material on the top and bottom sail, the mini ribs on the leech as well as new rods in
the nose make the leading edge more stable, also the weight was noticeably reduced
as a result.
The advantages that this new profile offers the pilot are:
- The canopy launches better and easier,
- A better dynamic pressure is achieved over the entire angle of attack range,
because: the higher this is, the more stable the canopy is also over the entire
speed range.
- The glider stalls later, giving the pilot a larger control line range.
- In high-speed flight, the profile has a higher shape fidelity than conventional
profiles and
- The reduced drag gives better glide and climb performance.
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.
Upon delivery, the PANDION 2 is provided with an “anchor stitch”
trim loop on the C level. These are used to compensate for the
unavoidable changes in length of the lines, which depend, among
other things, on climatic conditions, the storage of the glider,
maneuvers, the type of line used, etc. As a rule, the A and B planes
stretch slightly due to the higher load in the front area of the canopy, while the C-level
mostly remains unchanged or even shrinks a little under certain circumstances. This
makes the glider a little slower due to the higher angle of attack.
The first signs of a trim change are
• worse start
•changed flight behavior, the glider is slower and more sluggish or
•tending to deep stall when flying with big ears.
After the first 15 to 20 flight hours, the lines stretch or shrink the most, so
ICARO Paragliders recommends carrying out an initial trim check by an
authorized workshop.

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But even later, the lines either become shorter or longer, which also depends on the
flying style, maneuvers, and general handling of the paraglider (care, storage).
If one of these possibilities occurs, we recommend opening the trim
loops on the C level step by step to counteract these effects (first,
instead of the anchor stitch, use a double loop. If nothing changes
in the above properties, then open the double loop and hang the line
in the line lock).
If there is still no improvement, the glider must be checked and measured by
qualified personnel. He has the option of either trimming the canopy without
changing the lines or, in the worst case, replacing the affected lines with new
ones.
It is imperative to ensure that the line locks are securely and firmly seated. If
you are not sure or have any questions, please contact your dealer.
The PANDION 2 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 an acceleration system which will
be activated with a foot bar. The risers are signified. 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.
To fix it with the foot bar you must connect the brummel hooks of the foot bar with the
brummel hook of the acceleration system.
How to vary the speed of the glider
The glider has an acceleration system which will be activated with a foot bar and
no trimmer.
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
B
C
A2
A1
B
C

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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.
Flying with the PANDION 2
Harness
The PANDION 2 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
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.

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•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, 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.
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.

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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 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 accelerator
When using the accelerator, be careful. The accelerator should be employed, 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.
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 glideris agile
and reacts to steering impulses quickly and directly. Strong, one-sided pulling of

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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 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
The methods described here can stress the material and structure of the
paraglider and the pilot to their physical and psychological limits. They
should therefore only be used for training and in emergency situations.
•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.
B-Line-Stall
B-Line-Stall is not so effective, furthermore stresses the material of the glider and
reduces operating life of the canopy.
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,
•exit is too slow,
•releasing the B-line-stall aid without simultaneously pushing up with your
hands,

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•using brakes during or directly after exiting,
•Brakes must not be shortened by twisting around your hand during the
exercise.
Spiral Dive
With stronger, one-sided control line pull and corresponding weight shifting, the
paraglider takes on a clear lateral inclination and flies fast, steep turns, which can
continue up to a spiral dive. When initiating a turn, always release the outer brake
line completely and allow the glider time to absorb the turning movement.
Once you are in the spiral, take a neutral pilot position by taking back the weight
shifted to the inside of the turn. Apply the outer brake so strongly that the glider
cannot accelerate any further. In the spiral phase the inner brake remains static
(only minor corrections), via the outer brake you control the spiral (steeper or
flatter). If the glider slows down, release the brake a little, if it speeds up, apply the
outer brake more. Try to keep the pressure on the inner brake relatively constant.
To exit the turn, shift your weight slightly to the outside, release the inside brake in
a controlled manner and gently apply the brakes on the outside of the turn until
you notice that the glider starts to straighten up. Reduce the turn energy in circles
until the canopy is normally above you.
Here is a summary of the most important points:
•Initiate in a controlled manner and do not pull through abruptly. If the steering
lines are pulled through too far or too fast, there is a risk of stall. Note that
control pressures in a spiral dive are much higher than in normal flight.
•If the outside brake is not applied enough, the glider can go into a very steep
spiral, because on the one hand it is not prevented from "going on the nose",
and on the other hand the outer wing is prevented from collapsing, which would
normally dampen a too aggressive acceleration and transition into the spiral
dive.
•If you spiral stably under unfavorable conditions, the spiral dive must be actively
rejected. This is done by decisively breaking the outer side of the turn in
addition to shifting your weight outwards until you notice that the glider starts to
straighten up. Then brake again sensitively on the inside of the turnover several
turns until normal flight is achieved. During this process the glider can pitch
forward strongly, and you must slow it down with dosed use of the brakes.
•Always check the sink rate! Do not put weight in the spiral as well but follow the
centrifugal force. The sink rates in the spiral can be very high and therefore also
the g-load for the body. Depending on the physical constitution, this can also
lead to unconsciousness. If there are any signs of dizziness or blackout,
immediately exit the spiral in a controlled manner.
•Only fly the spiral dive if you have mastered this maneuver and it is necessary.
•With high sink rates, make sure that the wing turns and pitches further
forward, so that you must pull the wing harder.

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Wingover
The PANDION 2 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.
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 break 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 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.

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Symmetric Collapse
Your PANDION 2 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.
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 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.

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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 ensure 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.
•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 glider’s 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 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 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 months.
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 months
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 the careful drying,
cleaning and storage.
•The glider/ harness/ rescue system was 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 an 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.
•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,

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•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.
In conclusion ....
The satisfaction of our customers is the first priority of our efforts.
Therefore, we are open to all suggestions for improvement and constructive
criticism from you because only then can we incorporate them into our new
products. We also want to be able to inform you at any time about current
technical innovations as well as information about your paraglider. However, we
can only do this if you register with ICARO Paragliders by means of a warranty
registration.
You can find this on our homepage at www.icaro-paragliders.com.
Annex
Warranty Card
Please fill in the guarantee card which you find on our homepage www.icaro-
paragliders,com and send it.
Users needs for Inspections.
You will need the following items 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.

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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.
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 line’s strength is 125% of the
normative guidelines.
Measurement of the lines
Measure every single line while stressing it with defined tractive force (5daN).
The results are recorded in the inspection protocol and are to be evaluated
according to the internal guidelines of the workshop. For all information about
the lines (single length, total length, mechanical strength) please call ICARO
paragliders, [e-mail]
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 Name all sizes